Large trucks (such as delivery trucks and school buses) account for 7 percent of all vehicles on U.S. highways, yet consume more than 25 percent of all oil used on the road.
Unlike passenger vehicles, which have been subject to fuel economy standards since the 1970’s, medium- and heavy-duty trucks have only recently faced similar measures. The first-ever greenhouse gas and fuel economy standards for trucks were finalized in 2011 and take effect in 2014.
The MY 2014–2018 medium- and heavy-duty vehicle standards will:
• Reduce annual oil consumption by 390,000 barrels per day in 2030, roughly equivalent to the amount of oil we import each year from Iraq (EIA 2013a)
• Cut carbon dioxide equivalent pollution by 270 million metric tons (EPA and NHTSA 2011a)—equal to the emissions from more than 4 million of today’s
Now truckers can save an average of $42,000 on Fuel and Oil Costs PER 1,000,000 MILES and in some circumstances, as much as $100,000 over that same distance
• 1st Year Savings Per 120,000 Miles
• approximately $4,576+
• 2nd Year Savings Per 120,000 Miles
• approximately $5,218+
OCEAN POLLUTION – GLOBAL SHIPPING & THE CRUISE INDUSTRY
Ships transport 90 percent of the world’s consumer goods, including computers, cars, shoes, clothes and toys. People and the environment pay a high price for these cheap goods in the form of cancers, breathing problems and premature death from inhaling air toxics in ship engine exhaust. Ships burn tons of fuel per hour, generating 3 to 4 percent percent or more of human-generated global warming gases—more than commercial aviation. Container and cruise ships also pollute the oceans and coastlines by dumping sewage, dirty graywater, and garbage directly overboard. Because the shipping industry is under-regulated, these environmental and public health impacts will escalate tremendously as global trade triples over the next two decades—until new air pollution and no-discharge laws are enacted by national and international bodies.
EMISSIONS AND BUNKER FUEL
• Ships generate 15 to 30 percent of the world’s smog-forming emissions.
• Bunker fuel burned by ships is 1,000 times dirtier than highway diesel used by trucks and buses.
• A single ship coming into harbor produces the smog-forming emissions of 350,000 new cars.
• Ship engines are far dirtier than on-road engines due to lack of regulation.
• The International Maritime Organization has lagged far behind in revising outdated regulations for ship emissions.
• Ship exhaust contains harmful air toxics that cause cancer, respiratory illness and premature death.
• Ship air pollution often disproportionately harms low-income and people of color who live near ports.
• More than one in 10 children has asthma in the world’s biggest port cities.
• Ships burn tons of fuel per hour, generating large volumes of global warming gases and black carbon that contribute to climate change.
• Researches are finding that the black soot from ship smokestacks settle on polar ice sheets and help cause melting.
• The world’s shipping fleet generates about four percent of the world’s carbon dioxide emissions.
• The shipping industry burns 300 million tons of bunker fuel per year.
PROBLEM IN BIODIESEL IMPLEMENTATION
Most diesel engines are electronically controlled and designed to produce lower harmful emissions and a higher horsepower per displacement ratio. Consequently, they require a higher quality fuel to achieve this. High quality fuel is not consistently available. In addition, fuel containing water and particulate contamination will damage the newer electronically controlled fuel components reducing the reliability and longevity of newer engines.
These problems are intensified by the latest trend of mandated biofuel implementation. Government-mandated biodiesel fuel has less BTU energy per gallon than regular diesel fuel. Many countries have increased the percentage of biofuel in biodiesel to enforce renewable energy policies. The greater the percentage of biodiesel in the fuel, the more risk industry is forced to confront. Because of biofuels, engines today are faced with a higher water tendency, lower fuel efficiency, and fuel degradation.
One of the most viable solutions to these problems is the application of GF2™ Fuel Enhancer. GF2™ Fuel Enhancer minimizes the risks associated with the above-mentioned current fuel problems.
GF2™ Fuel Enhancer is a fuel combustion catalyst that contains a water demulsifier, polymerization retardant, oxidation stabilizer, corrosion inhibitor, detergent and dispersant.
Plainly stated, the growing cost of maintenance is a serious business problem. According to DuPont, “maintenance is the largest single controllable expenditure in a plant: in many companies it often exceeds annual net profit.” One major U.S. automotive manufacturer has a maintenance staff of between 15,000 and 18,000, all plants combined. They say, “85% to 90% is crisis work” (breakdown). While preventive maintenance, when well implemented, has been shown to produce savings in excess of 25 percent, beyond that its benefit quickly approaches a point of diminishing return. According to a Forbes Magazine study, one out of every three dollars spent on preventive maintenance is wasted. A major overhaul facility reports “60 percent of hydraulic pumps sent in for rebuild had nothing wrong with them.” These inefficiencies are the result of maintenance performed in accordance with a schedule (guess work) as opposed to the machine’s true condition and need. Let us help you cut down on maintenance costs and crisis work which we have shown has saved millions of dollars with the companies that we have been involved with.