ELECTRIC-POWERED TRAILER REFRIGERATION UNIT SAFETY INTEGRATION DEMONSTRATION Agreement No. 8485-1-5 January 28, 2009 Prepared for: THE NEW YORK STATE ENERGY RESEARCH AND DEVELOPMENT AUTHORITY 17 Columbia Circle Albany, NY 12203 Joseph Tario, Senior Project Manager and THE U.S. DEPARTMENT OF ENERGY NATIONAL ENERGY TECHNOLOGY LABORATORY P.O. Box 10940, MS 920-L Pittsburgh, PA 15236-0940 Michael Scarpino, Project Manager Prepared by: Shorepower Technologies 414 Trenton Ave Suite 2D Utica, New York 13502
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Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28, 2009
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TABLE OF CONTENTS
Section Page
LIST OF FIGURES................................................................................................................................................ ii
LIST OF TABLES ................................................................................................................................................ iii
NOTICE ............................................................................................................................................................... iv
ACKNOWLEDGEMENTS.................................................................................................................................... v
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NOTICE
This report was prepared by Shorepower Technologies (hereafter the “contractor) in the course of performing workcontracted for and sponsored by the New York State Energy Research and Development Authority and the UnitedStates Department of Energy, National Energy Technology Laboratory (hereafter the "Sponsors"). The opinionsexpressed in this report do not necessarily reflect those of the Sponsors or the State of New York, and reference toany specific product, service, process, or method does not constitute an implied or expressed recommendation orendorsement of it. Further, the Sponsors and the State of New York make no warranties or representations,expressed or implied, as to the fitness for particular purpose or merchantability of any product, apparatus, or service,or the usefulness, completeness, or accuracy of any processes, methods, or other information contained, described,disclosed, or referred to in this report. The Sponsors, the State of New York, and the contractor make norepresentation that the use of any product, apparatus, process, method, or other information will not infringeprivately owned rights and will assume no liability for any loss, injury, or damage resulting from, or occurring inconnection with, the use of information contained, described, disclosed, or referred to in this report.
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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ACKNOWLEDGEMENTS
The authors gratefully acknowledge the sponsors of this effort and the respective project managers: Joseph Tario
(New York State Energy Research and Development Authority) and Michael Scarpino (U.S. Department of Energy)
for their guidance and support. The Willow Run Foods, Inc. staff of James Donovan, John Mueller and Len Basso
provided significant logistical assistance to enable the team to complete the installation of the on-site and trailer-side
equipment. In addition, the authors also would like to acknowledge the leadership and guidance of Michael Panich
of Shorepower Technologies. We are very grateful for the technical expertise and input provided by Jeffrey Kim of
Shorepower Technologies and the support provided by James Harvilla of New York State Electric and Gas as well
as Tracy Mattice of Carrier-Transicold, John Penizotto of Carrier-Transicold, Inc. and Kyle Nelson of Rite-Hite
Corporation, all of which was critical to the successful completion of this project.
Thomas PerrotKevin King
Joseph Licari
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Section ES:
EXECUTIVE SUMMARY
Background
In the U.S., trailer refrigeration units (TRUs) powered by small diesel engines have traditionally provided the trailer
cooling required for the transport of fresh and frozen foods. Small diesel engines are notoriously high emitters of
nitrogen oxides (NOx), particulate matter (PM), and carbon monoxide (CO) pollution. One approach to alleviate
these on-site air pollutants and noise emissions is to use electric power. This allows the trailer’s diesel engine to be
switched off when the unit is plugged into electric (shore) power.
In 2004, the New York State Energy Research and Development Authority (NYSERDA) funded a Phase 1
assessment of hybrid electric trailer refrigeration units (eTRUs), followed by a Phase 2 demonstration. During the
Phase 2 eTRU demonstration activity, it became apparent that there were safety issues during regular warehouse
operations that had not been previously identified. Warehouse workers and yard jockeys could not communicate
directly and would not be aware of when a trailer was connected to electric power. Typically, when the warehouse
worker completed their loading of the trailer and closed the warehouse door, the outdoor light signal system would
activate a green light, which indicates that the trailer is ready to be moved. The yard jockey cannot easily determine
the difference between an electric-capable eTRU and a conventional diesel TRU trailer, without an additional
indicator that an eTRU is still connected to electric power at the dock. Thus, the need to safely disconnect from
power at the warehouse became apparent.
This issue of safety could deter installation and utilization of these power connections at warehouse locations.
Additional analysis and testing would be required to demonstrate the necessary technology improvements to ensure
commercial success. In order to develop a methodology to safely disconnect the electricity to the eTRU-equipped
trailers from the refrigerated warehouse docks and prevent damage to the equipment, Shorepower Technologies
proposed and was awarded a Phase 3 contract to develop a safe approach to interlock the eTRU trailer and the
warehouse when connected to electrical power.
Approach
It is critical that these electric connections be located where the electric power capable trailers are parked.
Therefore, electrical connection designs must include active prevention of drive-offs to ensure trailers powered by
electricity are connected safely to the electrical outlet. To accomplish this, Phase 3 focused on the integration of
door operations, eTRU-equipped trailers, and trailer docking systems.
The scope of work was separated into seven (7) tasks; the first four (4) task elements included the design and
installation of the electrical facility. These four (4) tasks, listed below, were successfully completed as of March 31,
2008.
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Task 1: Procure eTRUs, trailers, and tractor Auxiliary Power Units (APUs)
Task 2: Evaluate/design/integrate new dock safety system
Task 3: Integrate/test trailer wiring system onto nine (9) new eTRU-equipped trailers
Task 4: Deploy Facility Electrical and Data Connections
The remaining three (3) tasks were operational and project management activities to confirm operation and
functionality of the electrical power and dock safety system during a six (6) month system demonstration. These
tasks, listed below, were completed as of October 31, 2008.
Task 5: Optimize design and operations, as needed
Task 6: Collect and Analyze Data
Task 7: Reporting and Management
Pre-Installation Site Design Activities
To perform the demonstration, a site partner that wanted to achieve lower costs via electric power utilization for
TRU operations, needed to be located. Willow Run Foods, Inc., aware of the initial eTRU demonstration project at
Maines Paper & Food Service, approached the team as an interested party for the Phase 3 activities. Willow Run
Foods was presented with, and accepted, the opportunity to utilize Carrier Transicold’s Vector 1800 MT eTRUs in
their operations and to work with the project team to implement a dock safety plug-in system incorporated into their
existing dock safety procedures. Since the distribution center currently had several docks outfitted with a state-of-
the-art dock safety system, they met the criteria established by the project team to integrate an eTRU facility with
the most current dock safety systems. At this point, all parties agreed to participate in the project and a Site
Agreement was signed in February 2007.
To ensure that adequate power was available to operate the eTRUs, the electrical capabilities at the distribution
center were assessed. In addition, staff reviewed the specifications of all dock doors, including the versions of the
dock safety system installed and the interior and exterior warehouse space available for additional hardware. Staff
also discussed IT requirements for data collection and operational strategies with Willow Run Foods management
staff to maximize the utilization of electric power. It was determined that all requirements could be met with the
facility and logistical operations, allowing a final site design to be developed. Four (4) dock locations equipped with
the latest trailer warehouse docking system were selected to be incorporated into the demonstration. In addition, one
non-docking location in a trailer staging area was also selected to assist Willow Run Foods in maximizing eTRU
electric power use.
Site Construction
A local contractor was chosen for site construction after three bids were evaluated for best value at the lowest cost.
Facility construction began in February 2008 and was completed in March 2008. Newly designed dock safety
system improvements were installed into the existing trailer docking system. Upgraded control hardware and
software as well as electrical switching systems were integrated to the existing controls to enable safe dock system
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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operation. This system upgrade also enabled power flow control to the electric power connections mounted at the
dock.
Electrical upgrades for five (5) 480 volt, three-phase power feeds, including a new 200 amp breaker panel, were
made to the warehouse electrical distribution system. Five (5) electrical connections were installed at the identified
warehouse locations. Four (4) dock locations – Dock 23, Dock 24, Dock 27 and Dock 28 – integrated the electrical
connections with the most current dock safety system. One (1) conventional eTRU connection was installed at a
staging area between Docks 42 and 43 since a warehouse door is not located in this space. The equipment installed
was inspected and functioned normally. After construction was completed, these connections were immediately
integrated into regular warehouse operations.
Trailer Retrofit
Nine (9) trailers were retrofitted with an under-trailer wiring system. The retrofit was performed by Penn Detroit
Diesel Allison, a Carrier Transicold dealership in Syracuse, NY. The retrofit began in April 2007 and it was
completed in June 2007. This system utilizes a re-designed trailer plug and socket system which provides additional
safety by preventing road debris from contaminating or damaging the trailer connector.
Data Collection
Electrical usage data were collected for six (6) months to ensure proper facility operation and to monitor diesel fuel
displacement and emissions reductions. During the demonstration period, the facility’s electrical connections
operated within expected parameters. Over a four (4) month period, 1430 gallons of diesel fuel has been displaced
by electricity, and reductions in criteria emissions were; 205.7 kg of CO, 265.7 kg of NMHC and NOX, 8.31 kg of
PM (at Tier 4), and 3,616 kg of CO2.
Conclusions
The design and installation of the modifications to integrate the dock safety system with the electrical power
infrastructure system was effective and was deemed successful by the project partners. All work was completed
prior to the end of the March 31, 2008 contract period for the installation of the equipment. This facility operated as
a demonstration site to collect data on the system operations and the diesel displacement via use of grid-supplied
electric power through October 31, 2008. Willow Run Foods management stated that these facility improvements
would be used as part of standard operations after the conclusion of the demonstration project. Hardware design,
facility installation, and data collection conclusions are as follows:
Integration of the control system design and the facility upgrades and modifications for the dock safety
system was successful.
The warehouse-mounted bumper system provided adequate protection for power outlet modules.
The warehouse dock safety system and power connection system were successfully integrated together to
provide efficient and faultless warehouse operations.
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A cost effective design was developed to ensure that this system could be installed as either a new install or
a retrofit product at other warehouses using similar warehouse dock door safety systems to secure trailers.
It was documented through warehouse facility operations that use of electricity to power eTRUs is an
effective approach to reduce operational costs and environmental impacts by eliminating diesel fuel
consumption and corresponding emissions.
From this assessment, additional economic and environmental savings could be achieved by developing
and installing a power management system.
All partners participating in this demonstration project were satisfied with the outcomes of the design,
installation, and operation of the system.
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Section 1:
INTRODUCTION
1.1 BACKGROUND
Small diesel engines traditionally have powered trailer refrigeration units (TRUs) in the U.S. in order to provide
trailers with the cooling required for the transport of fresh and frozen foods. These small diesel engines are high
emitters of criteria pollution like nitrogen oxides (NOX), particulate matter (PM), carbon monoxide (CO), and
carbon dioxide (CO2). While most of these pollutants are regulated, diesel-powered TRUs remain significant
contributors to air quality issues in and around truck stops, distribution terminals and, to a lesser extent, grocery
stores. In addition, operation of TRU diesel engines creates noise pollution. This can be a significant concern in
populated areas, as these commodity deliveries often occur during the late evening and early morning hours. The
on/off cycling of these diesel engines generates the emissions and noise most urban areas are attempting to reduce.
Electric TRU Development
To address the inefficiencies associated with regular diesel-driven TRUs, manufacturers have developed hybrid
diesel-electric units and other alternative technologies. Many of the units that are capable of being powered by grid-
supplied electricity are belt-driven mechanical models with additional electric motors that allow the diesel engine to
be switched off when the unit is plugged into electric power (shore power). This is referred to as “standby”
operation. Some new hybrid-electric TRU models (eTRUs) have fully electric components that can use shore power
or be powered by small diesel generator-sets for over-the-road use. The eTRUs are now commercially available in
the United States; however, the shore power connection infrastructure for eTRUs and standby TRUs is unavailable
at most warehouse and truck stop locations. To support the deployment of these connections, the Electric Power
Research Institute (EPRI) is leading efforts for developing standards to ensure uniformity across the industry.
Electric-capable reefer units (whether electric-driven mechanical units or eTRUs) have high power requirements.
The electric-diven mechanical units generally use single-
phase 200VAC power. This limits large capacity trailers
to maintaining the temperature within the cargo
compartment. Newer eTRUs use three-phase 480VAC
power which provide the capability to bring a trailer down
to loading temperature. Most deployed shore power
infrastructure to date provides only single-phase power for
engine block heaters and cab “hotel” loads. Some
refrigerated warehouses and distribution centers have
electricity connections installed, usually for smaller
refrigerated box trucks equipped with a mechanical-driven
electric-standby connection. Photos of this type of unit and connection are shown in Figure 1-1 and Figure 1-2.
Although progress continues to be made, the ability to plug-in to shore power electricity remains limited.
Figure 1-1: Refrigerated box truck capable of using electricconnections
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As more eTRUs and electric-standby TRUs become
available in the marketplace, there becomes an increasing
risk for trailers to be inadvertently driven away from a
facility while still plugged in to grid power. These high-
voltage connections would be a serious safety hazard if
damaged by such an incident. Many warehouses and
delivery locations have lock mechanisms that secure trailers
to the docking location during loading and unloading. By
integrating the electrical connection’s operation into these
locking mechanisms, it would significantly reduce the risk of
drive-offs occurring. The demonstration of this technology integration will illustrate anticipated and unanticipated
safety benefits and shortcomings associated with this type of hardware interconnection.
1.2 PHASE 1 eTRU FEASIBILITY ASSESSMENT
Shurepower, LLC, now doing business as Shorepower Technologies, was tasked in September 2004 by the New
York State Energy Research and Development Authority (NYSERDA) to perform a feasibility analysis of eTRU
technology1. This assessment was completed in June 2005 and the Final Report can be found at
http://www.nyserda.org/publications/ElectricPoweredTrailerRefrigeration.pdf. The results of the study indicated
that eTRUs were ready to be commercially deployed. Following the completion of the feasibility assessment, a
Phase 2 demonstration project was proposed and awarded by NYSERDA to Shorepower Technologies.
1.3 PHASE 2 eTRU DEMONSTRATION
As a follow-on effort, Shorepower Technologies was tasked by NYSERDA to perform a demonstration of eTRU
technology at Maines Paper and Food Service in Conklin, NY. This demonstration was completed on January 31st,
20082. The results of the demonstration indicated that eTRUs are a commercially viable replacement for
conventional TRUs. The eTRUs outperformed their conventional counterparts in many areas including fuel
efficiency. However, the electric capability of these eTRUs was not fully utilized for a number of reasons; one
being that a safer connection to the warehouse could not be obtained. Following this Phase 2 demonstration, a Phase
3 eTRU safe warehouse connection design and demonstration project was proposed and awarded by NYSERDA to
Shorepower Technologies.
1.4 PHASE 3 APPROACH
In September 2006, Shorepower Technologies was awarded a cost-shared contract by NYSERDA, with co-funding
from the Department of Energy, to design, develop and field test an integrated dock electrical connection/safety
system. The goals of this phase of the eTRU project were to prove and fully demonstrate the facility and trailer
hardware to enable a sustainable market for eTRU/facility connections. Developing and demonstrating a safety
system that is needed to ensure safe and efficient eTRU/facility connections is essential to meet this goal.
Figure 1-2: Refrigerated box truck connected to electricpower
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The primary objective was to design, install, and evaluate a
system that would incorporate the operational demands of a
distribution center’s trailer loading and unloading procedures
and integrate a dock safety system. The location for this
demonstration was Willow Run Foods, Inc., a refrigerated
warehouse facility located in Kirkwood, NY. This warehouse
A more plausible explanation is that, when connected at the staging area, the doors to the trailer are closed;
conversely, when the trailer is connected at the dock, the doors are open. The seal between the trailer and the
warehouse dock is neither highly insulated nor air tight which may result in heat transfer from air outside of the
warehouse. The impact of moderate infiltration of warmer ambient air would result in the need for the refrigeration
system to operate more frequently at the docks than at the staging area. This could result in higher average power
consumption and higher operational percentages at the dock locations. Data were not collected that could be used to
determine how the temperature profile near dock doors varies while a trailer is docked and the door is open.
However, anecdotal data suggest that the temperature difference due to outside air infiltration is noticeable.
4.2.3 ANALYSIS OF AMBIENT TEMPERATURE IMPACTS
To determine the affect of the ambient exterior temperature on the average monthly energy usage of the system, the
average energy usage was plotted against Heating Degree Days (HDD) and Cooling Degree Days (CDD). HDD is
defined as the number of degrees Fahrenheit (°F) the average temperature deviates below 65°F. CDD is defined as
the number of degrees Fahrenheit (°F) the average temperature deviates above 65°F. HDD and CDD are standards
of measurement for the heating and cooling industry. The average monthly temperature, monthly HDD, and
monthly CDD are include in Table 4-4.
Table 4-4 - Ambient Temperature Conditions by Month3
MonthAVGTEMP(°F)
HDD(°F)
CDD(°F)
JUNE 2008 66.3 64 102
JULY 2008 68.9 5 125
AUGUST 2008 65.6 35 55
SEPTEMBER 2008 60.1 174 30
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Figure 4-1 and Figure 4-2 show that fuel consumption increases when the temperature increases. This result is
expected because eTRU units generally use set points of 45°F, 32°F, or 0°F. A lower ambient temperature means
that the temperature differential between the outside and inside of the trailer decreases. The trailer loses heat energy
slower when that temperature differential is smaller, which means the refrigeration system cools the load less often
and uses less fuel.
4.3 FINANCIAL IMPACTS
Using fuel data from the second phase of this project, the amount of fuel displaced by the electrical connections was
calculated. This fuel consumption reduction is illustrated in Table 4-5.
Table 4-5 - System Fuel and Cost Savings by Month
MonthHours
Connected
EstimatedMonthly
GPH
EstimatedGallonsSaved
EstimatedDollarsSaved
JUNE 2008 471.4 1.02 480.8 $1,968.70
JULY 2008 463.8 0.95 440.6 $1,784.69
AUGUST 2008 238.6 0.92 219.5 $744.28
SEPTEMBER 2008 317.8 0.91 289.2 $891.31
Totals 1,491.5 0.96 1,430.1 $5,388.98
By using standby power to displace diesel fuel consumption on nine (9) Vector units, diesel fuel savings varied from
220 to 481 gallons per month for the demonstration period. The amount of diesel fuel saved for the four (4) months
of operational data totaled 1,430 gallons.
From the fuel savings, a net cost savings between $744 and $1,969 per month was calculated, for a total of $5,389.
These calculations were based on the actual monthly fuel and kilowatt costs experienced at the facility. The average
cost of a gallon of diesel fuel was $4.43 (excluding road taxes) during the demonstration. Assuming that the total
amount saved during this four (4) month period would be similar to any other four (4) month period, an
extrapolation of the demonstration data results in an annual savings of $16,167 (see Table 4-6).
Figure 4-2: Monthly CDD vs. Monthly Power ConsumptionScatter Plot with Regression Line
Figure 4-1: Monthly HDD vs. Monthly Power ConsumptionScatter Plot with Regression Line
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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Table 4-6 - Projected Annual Fuel and Cost Savings
HoursConnected
EstimatedGPH
EstimatedGallonsSaved
EstimatedDollarsSaved
System 4,474.5 0.96 4,290.3 $16,166.94
Per Connection 894.9 0.96 858.1 $3,233.39
The trailer upgrade cost for electrical connection capability is approximately $3,585 (which includes the $3,000
incremental cost for the Vector eTRU as well as the approximately $585 for the trailer wiring system). The
construction cost for the installation of the electrical connections at the warehouse was $30,400. The facility cost
includes all electrical hardware, DokLok integration hardware, and other accessories necessary to make the system
usable and safe. However, this cost does not include the data collection equipment.
Combining facility and trailer upgrade costs, The total incremental cost is, therefore, $62,665. The payback period
of this total cost is 47 months given the annual savings, which is based upon system utilization. The payback period
becomes 13 months if the predicted maximum utilization of 39% is experienced at the facility.
4.4 ALTERNATIVE PAYBACK PERIOD SCENARIOS
It is important to note that the costs per connection and the resulting payback period will vary significantly from
facility to facility. Payback depends on many existing factors including; the available electricity supply, the
suitability of existing electrical infrastructure to support additional demand, the locations within the facility of the
connections, and some operating procedures of the facility. Environmental factors affecting the payback period
include the variation of the price of diesel fuel and electricity and the fluctuating energy demand profile caused by
the change in seasons. Controllable factors that affect the payback period include the number of connections and
trailers, the usage of the connections by the trailers, and some operating procedures of the facility.
For additional reference, a cost sensitivity analysis was performed during Phase 1 of this project; the Phase 1 project
report can be found at http://www.nyserda.org/publications/ElectricPoweredTrailerRefrigeration.pdf.
4.4.1 TRAILER PAYBACK PERIOD SCENARIOS
Facility utilization is a primary driver of the system payback period, and is one of the easiest elements to control.
Both trailers and connections must be used to their greatest potential in order to achieve a short payback period.
Figure 4-3 and Figure 4-4 show how the payback period for the incremental cost increase of the trailer is affected by
trailer usage, given an average price of $3.50 for non-road diesel fuel. Our previously predicted maximum usage per
trailer, 36 hours per week, corresponds to a weekly connection percentage of 21.4%; this means that trailers could
pay back their incremental cost in approximately nine (9) months.
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Figure 4-4: Trailer payback period in months as a function of standby electricity utilization percentage,given $3.50 per gallon for off-road diesel fuel.
Figure 4-3: Trailer payback period in months as a function of standby electricity weekly usage, given acost of $3.50 per gallon for off-road diesel fuel.
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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4.4.2 CONNECTION PAYBACK PERIOD SCENARIOS
Figure 4-5 and Figure 4-6 show how the payback period for the facility infrastructure is affected by trailer usage,
given an average price of $3.50 for non-road diesel fuel. Depending on the number of connections, this means that
the costs associated with the installation of the electrical infrastructure could be recovered in as few as 3 months.
Our previously predicted maximum usage per trailer, 36 hours per week, corresponds to a trailer-to-connection ratio
of 14:3 for 100% utilization of the connections and maximum utilization of the trailers. In reality, a trailer-to-
connection ratio of 4:1, or a connection utilization of approximately 84%, is likely to yield the minimum achievable
payback period for a system of trailers and connections given normal facility operating efficiencies. For eight (8)
connections, this 84% utilization results in the minimum achievable payback period of approximately four (4)
months.
Figure 4-5: Connection payback period in months as a function of weekly connection usage, given a costof $3.50 per gallon for off-road diesel fuel.
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4.4.3 SYSTEM PAYBACK PERIOD SCENARIOS
Figure 4-7 and Figure 4-8 show how the payback period for the total system is affected by utilization, given an
average price of $3.50 for non-road diesel fuel. A trailer-to-connection ratio of 4:1 is used to generate these figures
based on the discussion in the previous section. A system with eight (8) connections and 32 trailers could be paid
back in as few as 12 months at an off-road diesel price of $3.50 per gallon and the theoretical maximum utilization
of 84% (36 hours per trailer per week).
Figure 4-6: Connection payback period in months as a function of connection utilization percentage,given a cost of $3.50 per gallon of off-road diesel fuel.
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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Figure 4-8 - System payback period in months as a function of connection utilization percentage, given acost of $3.50 per gallon of off-road diesel fuel.
Figure 4-7: System payback period in months as a function of weekly connection usage, given a cost of$3.50 per gallon of off-road diesel fuel.
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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4.5 ENVIRONMENTAL IMPACTS
There are many positive environmental impacts from reducing diesel fuel usage; however, the full impact can only
be assessed by subtracting any negative impacts of electricity generation. This environmental assessment integrates
the emissions of electric power generation in New York in order to assess the net environmental benefit, if any, for
displacing diesel fuel consumption with electricity. The emissions from the eTRU running on electricity were
compared to the emissions that would have been emitted by combusting diesel fuel. The criteria emissions
identified for comparison include carbon monoxide (CO), oxides of nitrogen (NOX), non-methane hydrocarbons
(NMHC), carbon dioxide (CO2), and particulate matter (PM). Table 4-7 shows the levels of these emissions from
four (4) different perspectives: from the entire U.S.; from Ohio, a state that produces power from sources that emit
higher levels of pollutants; from California, a state that produces power from sources that emit lower levels of
pollutants; and the state of New York. The 2001 electrical generation emission data, specifically, the total emitted
tons of each pollutant and the total power generated, were used to determine the grams per kilowatt-hour emission
rates for electricity generation in the geographical regions. This emission rate was converted to grams per
horsepower-hour, a rate commonly used in engine rating, which is an ideal quantity to use for this comparison.
Table 4-7 - Criterion Pollutant Emissions from Power Generation in 2001b, 4, 5
Location United States Ohio New York California
Total Power (MW) 3,736,643,653 142,262,000 142,391,000 198,596,000
Information on the pollutants emitted by a conventional TRU at two different levels of acceptable emission
standards was determined in the first phase of this study. Combining that information with the fuel consumption
data from Table 4-1, and the pollutant information for New York in Table 4-7, the criteria pollutant reductions for
each month can be calculated. The results are shown in Table 4-8, Figure 4-9, and Figure 4-10. For a single eTRU,
b Between 2001 and 2008, many power generation facilities have implemented processes and technologies that havereduced the amount of criterion emissions from these sources. As 2001 is the most recent comprehensive emissionsdata set, it was used to keep the basis for emission reductions assessment constant. The power generation data do notnecessarily represent power consumption. Electric power is sold regularly across state and international borders.The emission reduction can and does differ greatly depending on the type of electric power generation.
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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the emission reduction numbers from this demonstration translate to yearly reductions of 68.6 kg in CO, 88.6 kg in
NMHC and NOX, 2.77 kg in PM (at Tier 4), and 1,206 kg in CO2. These numbers will increase or decrease as
electrical connection utilization increases or decreases, respectively.
Table 4-8 - System Criteria Emission Reductions by Month Compared to Tier 2 and Tier 4 Requirementsc
Month
Tier 2 Tier 4
CO(kg)
NMHC +NOX
(kg)
PM(kg)
CO(kg)
NMHC +NOX
(kg)
PM(kg)
CO2
Reduction(kg)
JUNE 2008 65.02 83.97 6.31 65.02 83.97 2.63 1143.03
JULY 2008 63.96 82.60 6.21 63.96 82.60 2.58 1124.44
AUGUST 2008 32.90 42.49 3.20 32.90 42.49 1.33 578.48
SEPTEMBER 2008 43.82 56.60 4.26 43.82 56.60 1.77 770.44
c Non-Road diesel engines are required to comply with certain emission standards set out by the EPA. Theseemission standards are phased in over time. Tiers 1 through 3 were phased in through 2006. Tier 4 compliance willbe phased in from 2008 through 2015. For more information on these standards, seehttp://www.dieselnet.com/standards/us/nonroad.php (Accessed October 31, 2008).
Figure 4-10: Monthly CO2 Criteria Emission ReductionsFigure 4-9: Tier 2 and Tier 4 Monthly Criteria EmissionReductions
Electric-Powered Trailer Refrigeration Unit Safety Integration Demonstration January 28,2009
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Section 5:
OPERATIONAL ISSUES AND SOLUTIONS
5.1 DATA COLLECTION SYSTEM
Issue 1: After initial wiring and calibration of the data collection hardware, the system was commissioned. As data
were collected during the first two months, it was determined by assessing the collected data that Docks 23 and 24
were not accurately reporting the collected data. Dock 23 was only reporting 1/3 of the expected power usage.
Dock 24 was not reporting any usage.
Resolution 1: Upon inspection of the hardware at Willow Run Foods, two separate problems were discovered. It
was determined that Dock 23’s measurement device’s settings were incorrectly configuration. Once the settings
were corrected, the measurement device was recalibrated and the problem was resolved. As for Dock 24, the wiring
connecting the measurement device to the data collection hardware was damaged during installation of the data
collection system. The damaged wire was repaired and the problem was resolved.
During the assessment of the damaged data collection wire, it was also determined that the wiring between the
measurement device and the collection hardware could continue to be a concern in future installations. Cold
temperatures make direct wiring of these connections extremely difficult and susceptible to damage. A wiring
harness was developed to address this issue. The wiring harness converts the direct wiring connection to a standard
RJ-14 connection, making connections easier, more secure, and more reliable at a very nominal cost increase. It is
recommended that a harness of this type be used in all future data collection system installations.
Issue 2: During recalibration of the data collection equipment in May, the manufacturer of the data recorders was
concerned that data being provided by the measurement equipment exceeded the throughput capability of the
recording hardware’s input. If the data being provided were not being properly recorded, it would have been a
major issue. The measurement hardware sensitivity is not easily changed; in order to bring its output down to a
lower throughput, it would have required a change in some of the hardware components of the system.
Resolution 2: Testing was performed by the data recording hardware manufacturer to determine the signal input
throughput threshold. It was determined that, while the input was operating at 91.5% of fall-off, the throughput of
the input was not being exceeded, and the sensitivity of the measurement hardware did not need to be changed. It is
recommended that the sensitivity of the measurement hardware installed in future facilities be adjusted to keep the
throughput below 85% of fall-off to conform to generally accepted data collection guidelines. The fall-off point is
the point at which the signal input to output ratio is no longer 1-to-1, and 85% of fall-off is generally considered the
maximum normal operating condition desired.
5.2 FACILITY ELECTRICAL HARDWARE
Issue 1: One of the eTRU outlets was not watertight. This was a serious concern because water causes rust and
deterioration. It also increases the risk of injury from electrical discharge.
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Resolution 1: The wiring holes in the connection housing were determined to be the cause of the water leak. The
installing subcontractor was instructed to remove and remount all of the eTRU connections. After the contractor
remounted the connections, no more leaking occurred. Any possible water entry routes were also caulked by the
electrical subcontractor to provide an added measure to prevent water from entering the enclosure.
Issue 2: Some of the plungers that connect to the internal breaker of the eTRU connection began to operate
improperly. It was not possible to pull the plunger down to disconnect power on two outlets. These plungers would
not automatically drop when the electrical cord was disconnected, leaving the wall plug connection live. Another
connection’s plunger would not remain in the off position while an extension cord was connected. This plunger did
drop down when the extension cord was disconnected, but also went up when the extension cord was connected.
These are both serious safety concerns as they increase the chances of arcing, which could cause serious injury.
Resolution 2: Willow Run Foods staff disconnected power to the three malfunctioning connections. The electrical
contractor inspected the connection modules for damage, replaced the hardware, and sent the malfunctioning
modules back to the manufacturer for testing. None of the returned modules showed signs of damage or tampering.
Two of the units that failed contained the new micro-switch for the dock systems. An investigation is under way by
the manufacturer to determine the cause of the hardware failures. Willow Run Foods staff continues to inspect the
hardware periodically, and all connections are currently operating.
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Section 6:
TECHNOLOGY TRANSFER AND OUTREACH ACTIVITIES
Technology transfer and community outreach are critical to NYSERDA-funded activities. Visibility of
demonstration projects helps encourage adoption by the market and promotes innovation activities sponsored by
NYSERDA to residents of New York and other interested parties by providing information regarding ongoing
research and development in New York State. Specifically, promotion of this project occurred through a report to
be released by the U.S. Department of Energy and a press release from Shorepower Technologies. The system was
also included in a Shorepower Technologies PowerPoint presentation given at the Southeast Diesel Collaborative
(SEDC) partners meeting in Atlanta, Georgia on June 24th, 2008.
6.1 U.S. DEPARTMENT OF ENERGY REPORT
On June 30, 2008, a report titled “Idling Reduction Infrastructure Deployment: A Solution for Clean Communities”
was released for publication to the U.S. Department of Energy. The report was authored by several members of the
Shorepower team and highlighted the technology’s benefits and the safety improvements at the current
demonstration facility. The report is under review by the Department of Energy and is not yet available for release
to the public.
6.2 PRESS RELEASES
A press release occurred on February 20, 2007 to promote the eTRU and hybrid electrification technology to a wider
audience, presenting the technology’s positive operational effects of the project. The Shorepower Technologies
press release focused on announcing the project and explaining the potential benefits that can be seen by using
eTRU technology instead of standard TRU technology, including reduced emissions, fuel use and noise. It also
explained the role and described the expertise of each partner involved in the project. The full text of the release has
been included in Appendix D.
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Section 7:
CONCLUSIONS AND RECOMMENDATIONS
The system design was effective and the electrical power modifications were successful. All tractor, trailer, and
facility modifications were completely installed by the March 31, 2008 performance period. The equipment was
demonstrated as part of the facility operations through September 30, 2008. From this demonstration project, it is
clear that eTRU shore power connections can be successfully integrated as a retrofit or a new install into a
warehouse facility. In addition, these systems can become part of the warehouse’s standard operating procedures for
dock safety systems operations. Specific conclusions and recommendations from the hardware integration and
demonstration are as follows:
Integration of the control system design and the facility upgrades and modifications for the dock safety
system was successful. The design of the dock safety system modification was successful and met all design
requirements outlined for the eTRU/docking safety system. Over the six (6) month demonstration period, the
loading and unloading operations at the docks were not impaired by the integration of the eTRU connections. There
were no documented drive-offs at any of the dock locations and none of the dock connections sustained any physical
damaged.
The warehouse-mounted bumper protection system provided adequate protection for power modules. Safety
systems for the power modules were installed to minimize the risk of collision with the exterior power modules.
This approach was a lower cost method than installing protective bollards and did not affect the operation of the
warehouse.
The warehouse dock safety system and power connection system were successfully integrated together to
provide efficient and faultless warehouse operations. The system design utilizing the advance DokLok units
permitted and upgrade module to be integrated into the existing system trailer dock safety system. This upgraded
module expanded the capacity of the DokLok system to permit the integration of the electrical system controls
seamlessly and undetectable to the warehouse personnel.
A cost effective design was developed to ensure that this system could be installed as either a new install or a
retrofit product at other warehouses using similar warehouse dock door safety systems to secure trailers. For
warehouses that do have an existing DokLok system, an upgraded DokLok control system will permit the
installation of this integrated eTRU power/trailer dock safety system at their facility. This will permit quick and cost
effective retrofit upgrades integrating the DokLok safety system with the eTRU power connections at other
warehouses that wish to power eTRU with electricity at their warehouse docks.
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It was again documented through warehouse facility operations that the use of electricity to power eTRUs is
an effective approach to reduce operational costs and environmental impacts by eliminating diesel fuel
consumption. For a small incremental purchase price increase, the overall cost of ownership of an eTRU can be
lower than the cost of ownership for a conventional TRU through the displacement of higher cost diesel fuel by
lower cost electricity. Additionally, local noise and local criteria pollutants are also significantly reduced.
From this assessment, additional economic and environmental savings could be achieved by developing and
installing a power management system. A power surge caused by a number of eTRUs starting up at once may
become an issue with larger fleets. Large numbers of eTRU-equipped trailers connecting to a grid-electric power
facility may result in a power demand spike if left unmanaged. This could result in an electricity demand surcharge
from the utility as well as a possible brown-out condition from this increased demand. To avoid these types of
situations, an energy management system should be developed to control power flow and eliminate the possibility of
a power surge caused by operating multiple units simultaneously.
All partners participating in this demonstration project were satisfied with the outcomes of the design,
installation, and operation of the system. Willow Run Foods management and operations personnel have
expressed their satisfaction with the modifications performed to integrate the electric power connections to the dock
safety units. Willow Run Foods management required that all system modifications installed in the dock safety
system be inconspicuous to the warehouse personnel and require no changes to their operational procedures. The
final design achieved this performance goal. Outside of the power connection modules and bumper system, the only
visible changes to the system were the three (3) color exterior signal lights installed as an upgrade to the two (2)
color exterior signal lights. This signal light upgrade helps the yard jockeys identify the dock doors where the eTRU
power connections are installed and identifies the status of the trailer system. These modifications were developed
to have a minimal effect on the overall logistical operations of facility. All partners visited the site for a post
installation inspection and approved the facility design and installation as final and complete.
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Appendix A:
LOGIC DIAGRAM FOR INTEGRATED TRAILER LOCK AND ELECTRICAL CONNECTION
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Appendix B:
SYSTEM TRAINING AND OPERATING INSTRUCTIONS
Connecting to Electric Power
If ENGINE is OFF - Place All Compartment Switches to OFF and Move START/RUN Switch to OFF
If ENGINE is ON - Move the START/RUN Switch to the OFF Position
1) Plug Extension Cord End without the Lock Collar into Trailer Connection First.2) Plug Extension Cord End with Lock Collar into Electric Outlet Connection and Secure Outlet Lock Collar.3) Push Electric Outlet Module Plunger in to Activate Power.4) Move STANDBY/ENGINE Switch on Vector Unit to STANDBY, and if ENGINE is OFF Move Desired
Compartment Switches to ON.5) Move the START/RUN Switch to the START/RUN Position.
Disconnecting from Electric Power
1) Move the START/RUN Switch to the OFF Position.2) Switch STANDBY/ENGINE Switch on Vector Unit to ENGINE.3) Pull Outlet Module Plunger Out to Disconnect Power.4) Disconnect Cord at Outlet Module End First.5) Disconnect Cord at Trailer Last.6) Roll Up Cord While Returning to Outlet Module.7) Hang Entire Extension Cord (with Plug Ends Facing Down) on the Outlet Module Hook.8) Move the START/RUN Switch to the START/RUN Position.
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Appendix C:
DETAILED DATA REPORT
C.1 ELECTRICAL FACILITY DATA
Table C-1 - June 2008 Electrical Connection Usage SummaryJune 2008
leasing, rental and programmed maintenance of trucks, tractors and trailers to commercial customers; Supply Chain
Solutions (SCS), which manages the movement of materials and related information from the acquisition of raw
materials to the delivery of finished products to end-users; and Dedicated Contract Carriage (DCC), which provides
a turn-key transportation service that includes vehicles, drivers, routing and scheduling. Ryder serves customer
needs throughout North America, Latin America, Europe and Asia. www.ryder.com
The National Energy Technology Laboratory (NETL), part of DOE’s national laboratory system, is owned and
operated by the U.S. Department of Energy (DOE). NETL supports DOE’s mission to advance the national,
economic, and energy security of the United States. The only U.S. national laboratory devoted to fossil energy
research, NETL implements a broad spectrum of energy and environmental research and development (R&D)
programs that will return benefits for generations to come. www.netl.doe.gov
New West Technologies, LLC is a small native American-owned engineering services company headquartered in
Denver, Colorado with a transportation systems and technology practice based in Landover, Maryland and Rome,
New York. The firm has extensive experience with truck stop electrification and in heavy truck systems. New West
supplies technical and engineering services to both Federal and state governments as well as to the private sector.
www.nwttech.com.
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Appendix E:
REFERENCES
1 Electric-Powered Trailer Refrigeration Unit Market Study and Technology Assessment, June 2005,http://www.nyserda.org/publications/ElectricPoweredTrailerRefrigeration.pdf.
2 Electric-Powered Trailer Refrigeration Unit Demonstration, January 31, 2008.http://epa.gov/omswww/smartway/documents/adeq-nyserda-final-report.pdf.
3 Historical Weather Data for the United States. Retrieved October 1, 2008, fromhttp://www.weatherunderground.com.
4 Energy Information Administration (June 2008). Energy Information Administration Annual Energy Review.Retrieved October 17, 2008, from http://www.eia.doe.gov/emeu/aer/elect.html.
5 Historical Air Pollution Data for the United States. Retrieved October 21, 2008, fromhttp://www.epa.gov/air/data/geosel.html