EPA Proposes Speeding Approval Process for Installing Multi-Fuel Systems in Trucks

This story appears in the July 12 print edition of Transport Topics.

The U.S. Environmental Protection Agency, noting “growing interest” in alternative-fuel conversion systems, recently proposed to streamline certification of aftermarket conversions that turn Class 8 diesel engines into engines that can burn diesel and natural gas.

The proposal would make it easier for makers to gain approval for the use of such systems on vehicles older than two years. The rule would eliminate the costly and complicated process of obtaining a certificate of conformity demonstrating that the converted vehicle satisfies federal emissions requirements.

Although the testing and certification requirements for new — or nearly new — vehicles would remain in place, the rule would allow some flexibility in how the system’s manufacturers can demonstrate emissions compliance.

“Use of clean alternative fuels opens new fuel-supply choices and can help consumers address concerns about fuel costs, energy security and emissions,” a May EPA regulatory announcement said about the rule.

Natural Gas Vehicles for America, a nonprofit organization, called the EPA proposal “one of the most important steps government can take to expand the use of nonpetroleum fuels.”

“Conversions fill a void unmet by original equipment manufacturers and demonstrate consumer demand for new applications,” said Jeffrey Clarke, general counsel and director of regulatory affairs for NGVAmerica.

Joseph Suchecki, a spokesman for the Engine Manufacturers Association, said his organization has not yet taken a position on the EPA proposal. “We’ve sent it out to our members for review but have not yet gotten any word back,” Suchecki said.

Currently, there are no conversion systems available in the United States for Class 8 engines that can burn both diesel and natural gas, but the potential market is large, said Bob Natkin, chief engine engineer and technical consultant for American Power Group Inc., a conversion-system manufacturer.

“We had a lot of major carriers that have Class 8 fleets come and talk to us,” Natkin said. “If you could provide a conversion kit today, there would be people lining up. There are people out there saying, ‘How quickly can I get this on our vehicles?’ ”

Natkin said he expects it will take six to eight months for the EPA to finalize the rule. His company should be ready to market its system soon afterward, he said.

American Power, one of a handful of heavy-duty truck conversion manufacturers in North America, has developed — and plans soon to manufacture — a “dual fuel,” computer-controlled conversion system that fumigates natural gas into the induction system of a 100% diesel engine.

The conversion includes installing a fuel storage tank that holds either liquid or compressed natural gas and is the biggest expense involved.

Tanks range from heavier, but less expensive, steel to more lightweight and costly carbon-fiber material.

Fully installed, the system would cost an estimated $15,000 to $30,000, depending on the engine configuration and type of tank installed, Natkin said. “Depending on how much you drive a year, this thing can pay for itself very quickly,” he added.

Conversion systems already are operating in Asia and South America, where natural gas is in large supply and environmental regulators are gentler than their counterparts in the United States, Natkin said.

There are several reasons motor carriers might be interested in converting to natural gas, Natkin said. For example, not only are natural gas prices currently about half the cost of an equivalent gallon of diesel, but using gas can reduce both particulate matter and carbon dioxide emissions.

Another reason for conversion Natkin offered was the discovery of a large number of natural-gas fields in North America in the past 24 months, giving potential buyers more confidence that gas prices will remain stable.

One concern, however, is that currently only 1,000 to 1,200 natural-gas stations are publicly accessible in all of North America, and most of them offer compressed natural gas (CNG), Natkin said.

Fortunately, in the case of a dual-fuel conversion, when the natural-gas tank runs empty, the dual fuel conversion allows the vehicle automatically to switch over to diesel power.

“If you run out of natural gas, or if the engine goes out of the operating parameters, the dual-fuel system shuts off and the engine reverts back to 100% diesel — and you don’t even perceive it,” Natkin said. “The nice thing is, you’re never stranded. If you run out of natural gas, the engine converts to diesel and then the next time you see a natural-gas station, you fill it back up and you’re on your way.”