1
U.
S.
Environmental
Protection
Agency
Truck
Stop
Electrification
Codes
and
Electrical
Standards;
Notice
of
Data
Availability
[
FRL­
7783­
3]
Summary
of
Comments
Commentors:

1)
Caterpillar,
Inc.
2)
ConocoPhillips
Alaska,
Inc.
3)
IdleAire
Technologies
Corporation
4)
National
Electric
Transportation
Infrastructure
(
IWC)
5)
Phillips
and
Temro
Industries
6)
Shurepower
7)
State
of
Missouri
Department
of
Natural
Resources
8)
Truck
Manufacturers
Association
(
TMA)
9)
Washington
State
Department
of
Transportation
Potential
TSE
Code
and
Electrical
Standards
Note:
One
commentor
submitted
a
draft
standard
for
TSE
as
part
of
their
comments.
(
4)

General
Comments:
­
Mexican
standards
for
connections
may
be
an
additional
area
of
interest
given
the
large
number
of
trucks
that
may
pass
through
our
southern
borders.
(
9)
­
The
location
of
oilfields
in
the
remote
arctic
requires
operation
of
diesel
trucks
on
a
24­
hour
basis
during
cold
ambient
conditions,
which
is
a
large
part
of
the
year.
In
addition,
the
North
Slope
oilfields
do
not
have
enough
power
generation
capacity
to
support
the
TSE
initiative
envisioned
by
EPA
and
the
U.
S.
Department
of
Transportation.
We
request
that
EPA
clarify
in
future
rulemaking
that
the
TSE
initiative
is
not
meant
to
apply
to
industrial
applications
such
as
ours,
particularly
in
arctic
conditions
on
the
North
Slope
of
Alaska.
(
2)
­
We
would
like
to
express
our
support
for
the
effort
to
develop
uniform
national
standards
for
truck
stop
electrification
(
TSE)
infrastructure.
As
the
number
of
manufacturers
and
users
of
TSE
technology
grows,
the
lack
of
uniform
standards
could
lead
to
stranded
investments,
damage
to
TSE
equipment
and,
worst
of
all,
safety
hazards.
(
7)

On­
Board
System
Power
Needs
 
What
is
the
kW
power
needs?
Is
it
<
3
kW,
3­
6
kW,
or
>
6
kW?
­
Power
availability
ranging
from
3­
6
kW
is
needed
(
6),
(
5)
­
Based
on
analysis
and
study
of
class
8
trucks
equipped
with
sleeper
cabs,
and
considering
future
trends,
we
recommend
5kW
(
with
some
allowance
for
power
factor
due
to
lagging
loads,
to
arrive
at
7.2
kVA).
(
1)
­
It
depends
primarily
whether
the
truck
is
used
extensively
in
cold
weather
environments,
in
which
case,
it
is
likely
to
be
equipped
with
a
block
heater,
as
2
well
possibly,
with
an
oil
sump
and
fuel
heater.
Peak
loads
without
this
equipment
can
range
to
over
7kW;
with
this
equipment,
the
figure
can
increase
to
over
10kW.
(
8)
­
Over
3
million
hours
of
service
data
has
been
compiled
into
a
forecasting
model
to
project
TSE
power
demands
under
varying
weather
conditions.
This
empirical
evidence
shows
that
TSE,
taken
in
terms
of
a
national
average,
requires
an
annual
power
demand
of
1.25
kW
per
space
to
maintain
comfort
and
provide
needed
power
to
accessories.
Peak
power
draw
by
definition
is
greater
than
this
nationwide
average.
Under
conditions
of
extreme
cold,
the
maximum
power
draw/
peak
load
could
reach
or
exceed
6kW
per
space.
(
3)

 
Describe
the
types
of
devices
and
their
kW
needs
when
operated?

­
HVAC
 
heater
(
2.5/
5kW),
AC
compressor
(
1.5
kW),
fans
(.
2
kW)
Interior
Electronics
­
.2
kW
Block
Heaters
 
1.5
kW
(@
120Vac)
(
3)
­
A/
C
compressor
­
up
to
4
kW,
electric
heat
up
to
3kW,
battery
charging
0
­
3kW,
blowers
&
lights
0
­
1
kW.
Appliances
up
to
2
kW.
(
1)
­
HVAC
1.2
 
2.5
kW;
Block
Heater
1.0kW
­
1.5kW;
Lights
.200kW;
Oil
Pan
Heater
.150kW­.
300kW;
Microwave
1.0
kW
;
Refrigerator
.140kW;
Fuel
Heater
1.0
kW;
Television
.150kW
;
Fuel/
Water
Sep
0.06
kW
(
5),
(
6)
­
Television
0.75
kW;
VCR
or
DVD
0.75
kW;
Refrigerator
0.180
kW;
Microwave
1.4
kW;
HVAC
4.4
kW;
Blockheater
2.5
kW;
Fuel
heater
0.350
kW;
Battery
charger
0.60
kW
(
8)

 
Should
we
use
peak
power
needs?

­
No.
(
1)
­
Yes.
(
6),
(
8)
­
Duty
cycle
graphs
of
equipment
demand
versus
most
probable
maximum
occupancy
and/
or
weather
should
be
incorporated
into
the
power
needs
to
provide
a
reasonable
value
for
expected
power
demand.
An
example
of
this
can
be
seen
in
Article
220
of
the
NEC
where
demand
factors
are
applied
to
design
loads.
Demand
factors
for
TSE
should
be
developed
that
take
advantage
of
empirical
data
and
allow
for
reasonable
design
constraints.
(
3)

 
Should
we
follow
existing
codes
for
feeder
and
demand
calculations
or
does
this
technology
warrant
specific
codes
to
follow?

­
Since
current
NEC
guidelines
do
not
take
into
consideration
the
unique
characteristics
of
TSE,
it
should
be
considered
part
of
the
TSE
implementation
to
also
develop
specific
codes
within
the
NEC.
(
3)
­
Yes.
(
1)
­
Standard
land­
side
wiring
standards
and
practices
are
likely
to
be
sufficient.
3
Precautions
need
to
be
taken,
however,
to
design
wiring,
receptacles,
and
plugs
to
quickly
disconnect
and
be
electrically
protected
if
a
driver
inadvertently
pulls
away
without
disconnecting
the
plug.
(
8)

 
What
are
the
future
trends?

­
Future
trends
should
be
those
that
allow
for
truck
accessories
(
including
HVAC)
to
be
connected
to
AC
shore
power.
(
3)
­
As
land­
based
connections
become
more
prevalent,
the
number
of
components
and
power
requirements
may
increase.
Drivers
will
acquire
additional
components
to
match
the
comfort
and
convenience
of
their
homes.
(
6)
­
There
is
a
trend
to
accumulate
and
use
more
electrical
devices,
which
is
partly
offset
by
many
appliances
being
designed
with
higher
energy
efficiencies.
The
new
hours
of
service
are
expected
to
have
an
impact
on
the
trucking
industry
and
TSE.
Trucks
will
need
electrical
power
for
cab
temperature
control
(
heating
or
air­
conditioning),
PLUS,
electrical
power
for
entertainment.
(
1)
­
Future
trends
are
as
follows:
Dedicated
truck
stop
parking
spots
will
be
increasingly
hard
to
find
at
locations
where
drivers
want
to
stop,
thus,
standalone
solutions
will
be
increasingly
important;
Public
displeasure
with
idling
trucks
will
increase;
Fuel
and
engine
maintenance
costs
will
continue
to
increase;
therefore
truck
operator
demand
for
these
technologies
will
increase;
Just­
in­
time
delivery
operational
demands
and
hours­
of­
service
rule
changes
will
make
stopping
at
remote
truck
stops
less
appealing.
Drivers
will
want
to
stage
their
stops
very
close
to
origin
and
destination
points;
Demand
for
internet
and
entertainment
connections
is
increasing,
as
is
demand
for
full
household
capabilities
(
water
&
sewer).
(
8)
­
Future
trends
will
most
likely
see
hotel
and
vehicle
power
loads
combined
under
a
single
load.
(
5)

 
Will
power
needs
increase
or
decrease?

­
It
appears
that
peak
power
needs
will
decrease
as
more
efficient
methods
for
placing
equipment
on­
board
are
developed.
An
example
of
this
would
be
the
decreased
thermal
loss
when
delivering
HVAC
directly
from
inside
the
truck.
However,
the
overall
average
power
needs
inside
the
truck
could
increase
(
from
the
current
1.25
kW/
space)
as
drivers
become
aware
of
more
uses
for
AC
power
in
the
truck
cab.
(
3)
­
Power
demands
will
likely
increase.
(
5),
(
8)
­
Demand
will
likely
increase,
but
be
partially
offset
by
using
increased
capabilities
in
power
management
systems
and
by
leveraging
and
using
onboard
battery
systems
during
transient
peak
electrical
power
demands.
(
1)
­
Even
if
the
components
increase
in
the
cab,
measures
can
be
taken
to
decrease
power
demand.
Although
the
total
and
average
demands
may
increase,
existing
technologies
can
drastically
reduce
the
peak
loads
(
6)
4
ii.
Off­
board
Power
Needs
General
Comment:
We
suggest
that
the
evaluation
also
account
for
power
constraints
that
may
be
present
at
public
rest
area
facilities
(
perhaps
standardized
120V
or
240V).
(
9)

 
What
voltage
and
amperage
configuration
will
supply
the
off­
board
needs?
Should
it
be
120V,
240V
single
phase,
280V
single
phase
or
some
other
voltage?

­
Recommendation
for
use
of
120­
volt
and
208­
volt
AC
power.
(
3),
(
4)
­
We
recommend
that
initially
two
120VAC
­
20amp
and
one
120/
208VAC
 
30amp
outlets
be
available
to
drivers.
If
future
trends
dictate
that
all
OEM
manufacturers
are
supplying
the120/
208VAC
connection,
a
shift
to
exclusively
providing
the
higher
power
outlet
will
be
considered.
If
a
120/
208
VAC
 
30amp
connection
is
provided,
the
block
heater
wiring
can
be
integrated
into
a
single
plug.
(
6)
­
Single
phase
240­
Volt
AC
at
30
amps,
and
use
of
a
4
wire
configuration
is
recommended.
(
1),
(
5)
­
It
is
clear
that
we
need
to
design
our
products
to
enable
our
customers
to
simultaneously
use
as
many
120V
AC
"
household"
items
as
possible.
A
significant
hurdle,
however,
is
the
need,
in
many
cases,
to
be
able
to
also
power
engine
block,
oil
sump,
and
fuel
heaters
(
in
winter)
and
HVAC
(
in
summer),
all
which
run
on
120V
AC.
A
better
solution
would
be
to
leave
the
engine
block,
oil
pan,
and
fuel
filter
heaters
on
a
separate
120VAC
connection.
(
8)

 
What
amperage
configuration
will
best
provide
the
power
requirement?
Is
it
20,
30,
50,
or
some
other
amperage?

­
30
amp
service.
(
3),
(
8),
(
5)

­
Recommend
that
initially
two
120
V­
20
amp
and
one
12/
208
V­
30
amp
outlets
be
available
to
drivers.
(
6)

 
What
are
the
power
needs
for
the
transportation
refrigerator
units?

­
"
Interior­
hauling"
vehicles
(
those
that
transport
goods
to
the
Interior
US)
that
have
the
capability
to
connect
to
shore
power,
use
208/
3/
30
for
the
required
shore
power
connection.
(
3)
­
Inquiries
to
the
major
TRU
manufacturers
indicate
that
most
TRUs
can
be
configured
to
accept
208VAC
3­
phase
power.(
6)
­
We
defer
to
our
colleagues
at
the
Truck
Trailer
Manufacturers
Association
for
the
answer
to
this
question.
(
8)
­
Large
trailer
reefers
require
a
much
higher
power
level
than
needed
for
truck
cabs
for
hotel
loads.
A
30
kW
reefer
unit
parked
in
the
sun
needs
30
kW.(
1)
5
 
Will
a
voltage
above
120V
present
problems
for
existing
heaters
on
the
market?
Or
does
this
emphasize
the
need
for
truck
OEM's
to
install
integrated
block
heaters
into
the
TSE
design?

­
Any
change
in
the
current
power
requirement
of
an
automotive
component
will
cause
"
problems"
in
the
market.
The
need
to
move
away
from
120Vac
for
block
heaters
seems
insignificant
due
to
120Vac
always
being
necessary
inside
the
truck
(
for
accessories)
and
for
the
minimal
improvement
in
efficiency
by
moving
to
higher
voltages
on
block
heaters.
In
either
case,
the
TSE
shore
power
distribution
would
be
designed
to
offer
either
120Vac
or
208Vac.
(
3)
­
Voltage
above
120
V
will
present
problems
for
existing
heaters
on
the
market.(
8)
­
We
recommend
that
trucks
continue
the
long­
standing
practice
of
plugging
in
a
separate
120
V
cable
for
the
engine
block
heater
to
handle
extreme
cold
conditions.
(
1)

iii.
Connection
Compatibility
and
Safety
General
Comment:
If
RVs
and
trucks
are
meant
to
have
compatible
connections,
then
competition
between
vehicle
types
for
space
may
be
an
issue.
Also,
if
public
rest
areas
are
used
for
electrification,
foolproof
systems
of
connections
(
or
connection
indicators)
are
needed
so
that
pulling
away
without
disconnecting
would
not
harm
persons
or
equipment
(
9)

 
What
plug
configuration
should
be
used?

­
There
are
two
pedestal
outlet
configurations
that
will
meet
most
truck
needs
and
will
use
readily
available
and
proven
plug
configurations.
o
The
first
configuration
is
all
120VAC
and
has
two
20
amp
GFCI
outlets
and
one
30
amp
ground
outlet.
The
30
amp
outlet
is
NEMA
TT­
30R,
which
is
used
by
a
majority
of
RV's.
One
of
the
two
20
GFCI
outlets
is
used
for
vehicle
(
block
heater)
loads
while
the
other
is
used
for
small
HVAC.
o
The
second
configuration
will
see
the
inclusion
of
a
NEMA
14­
30R
outlet.
The
outlet
has
4
wires
with
2
hot
120VAC
connections,
a
ground
and
neutral.
(
1),
(
5)

­
It
will
be
necessary
and
appropriate
to
consider
using
a
twist/
lock
style
plug
that
will
only
energize
if/
when
properly
installed.
Something
capable
of
delivering
208Vac
and
up
to
30
amps
will
be
needed
to
support
TSE.
We
suggest
exploring
a
TSE­
specific
configuration,
with
breakaway
capabilities.
(
3)

­
We
recommend
two
outlets
with
the
dual
(
or
"
T")
configuration
that
can
accept
either
15
or
20
amp
120VAC
plugs
(
NEMA
5­
15P
or
5­
20P).
This
outlet
should
accommodate
either
plug
and
be
rated
at
20
amps.
We
6
recommend
either
a
120/
240VAC
or
120/
208VAC
NEMA
approved
receptacle
rated
for
30amps
(
over
6kW
total
power).
(
6)
­
Currently,
a
standard
3­
prong
plug
is
most
widely
used.
If
in
the
future,
a
240
VAC
line
at
30
amps
is
provided,
a
standardized
plug
should
be
used.
(
8)

 
Should
the
block
heater
connection
be
considered
as
part
of
the
truck­
mounted
TSE
system?

­
No.
(
1),
(
8)

 
Should
power
management
be
required,
and
if
so
where
should
it
be
installed,
on
the
truck
or
within
the
connection
facility?

­
Although
power
management
should
be
a
design
requirement
for
the
truck
and
the
facility,
it
will
be
imperative
that
the
facility
is
designed
to
handle
power
distribution
to
all
variations
of
truck
designs
in
a
safe
manner.
(
3)
­
Power
management
should
be
installed
within
the
TSE
facility.
(
8)
­
If
power
management
or
"
load
management"
is
to
be
recommended
or
required,
it
should
be
located
on
the
vehicle
(
6)
­
A
power
manager
controller
will
be
required
to
handle(
manage)
the
electrical
power
needs.
Its
location
needs
to
be
on­
board
the
truck
so
that
power
management
schemes
can
be
tailored
to
best
address
the
needs,
or
the
devices,
that
the
customer
has
installed
and
is
using.
(
1)

 
Should
multiple
configurations
be
available
on
a
percentage
of
use
basis,
as
is
done
at
RV
campsites?

­
No.
(
1),
(
3)
­
It
is
reasonable
to
expect
that
users
would
be
charged
on
the
basis
of
how
many
lines/
circuits
they
used
and
only
be
charged
for
the
power
they
consume
(
8)

 
How
should
the
user
be
required
to
interface
with
the
TSE
system
for
questions
and
payment?

­
The
user
interface
should
take
place
inside
the
truck.
However,
it
could
be
said
that
this
aspect
of
TSE
is
not
one
that
should
be
within
the
codes
and
standards
but
instead
up
to
the
facility.
(
3)
­
NY's
TSE
sites
are
demonstrating
a
payment
system
that
addresses
customer
needs.
A
kiosk
or
ATM
station
should
be
utilized
that
accepts
credit/
debit/
or
fuel
card
payment,
which
activates
the
pedestal
for
the
select
number
of
hours
(
1)

 
What
type
of
safety
considerations
should
be
included
in
developing
the
TSE
system?

­
Grounding
standards,
in
addition
to
normal
safety
considerations,
must
limit
interference
with
onboard
electrical
and
electronic
systems.(
8)
7
­
Ground
fault
protection,
over­
current
protection,
weather­
proof
plugs
and
receptacles.
(
1)

 
Which
grounding
standard
should
be
adopted
for
truck
on­
board
and
facility
systems?

­
UL/
CSA
(
6),
(
8)
­
The
truck
frame
should
be
grounded
and
GFI
circuitry
implemented
(
1)

 
Should
power
be
distributed
in
any
certain
manner?

­
It
should
only
be
required
that
all
codes
and
safeguards
are
followed
recognizing
the
design
setting 
the
truck
stop
environment.
(
3)
­
We
believe
this
is
best
left
to
the
truck
OEMs
and
suppliers
of
idle
reduction
systems
(
1)
­
GFCI
and
circuit
protection
should
exist
at
the
power
source
and/
or
on
the
vehicle.
General
safety
standards
as
recommended
by
NEC
and
local
codes
should
also
be
followed.
(
6)

 
Should
power
be
available
at
any
distance
away
from
the
vehicle?

­
There
may
be
an
occasional
need/
desire
to
operate
some
120VAC
electrical
devise
outside
a
parked
vehicle
(
8)
­
Any
TSE
design
should
allow
for
safe
user
interface
via
delivery
module
or
cord
so
long
as
the
distance
from
the
truck
to
the
TSE
interface
is
within
an
allowable
distance
for
proper
power
distribution.
(
3)
­
Distribution
should
be
limited
to
avoid
excessive
voltage
drop
and
cable
size.
The
national
TSE
code/
standard
needs
to
address
pedestal
designs
(
1)

 
Should
electrical
safety
measures
(
GFCI,
fuses,
breakers,
etc.)
be
present
on
the
truck,
at
the
connection
facility,
in
the
connection
wiring,
or
a
combination
of
these?

­
Combination
as
needed
for
safety
(
8)
­
Electrical
safety
must
be
addressed
on
all
locations
of
the
truck
and
facility.
(
3)
­
The
safety
measures
should
be
installed
at
the
connection
facility
(
1)

 
What
sort
of
safeguards
should
be
in
place
to
verify
that
the
driver
only
energizes
his/
her
parking
space?

­
"
No
Pay/
No
Power"
requires
that
the
driver
not
only
attempt
to
pay
for
service
but
is
also
approved
first
before
power
is
supplies
to
any
connection
to
the
truck.
This
also
would
require
that
the
system
be
designed
such
that
payment/
transactions
cannot
begin
unless
the
user
has
plugged
in
properly.
(
3)
­
TSE
systems
should
be
"
safe"
regardless
of
whether
power
is
energized
or
not
(
1)
8
 
What
safety
measures
(
like
auto­
eject
connectors
or
break­
away
connections,
engine/
transmission/
emergency
brake
system
interlocks,
visual
indicators,
or
other
equipment)
should
be
integrated
into
the
TSE
system
to
prevent
structural
damage,
should
users
pull
away
while
still
connected?

­
All
aspects
of
the
design
that
interface
with
the
driver
should
incorporate
breakaway
features
(
3)
­
Break
away
cord
or
plug
(
5),
(
6),
(
8)
­
Safety
measures
should
be
added
into
the
pre­
trip
installation
(
8)
­
Perhaps
a
lock
box
or
lock­
out
device
(
5),
(
9)
­
One
of
the
following
safety
measures
should
be
required:
120VAC
 
15&
20amp
cords;
Auto­
eject
connectors;

Transmission
or
brake
interlock;
or
Visual
(
dash
indicator)
and
audible
(
buzzer/
chime).
An
auto­
switching
device
(
between
onboard
and
off­
board
power
sources)
is
recommended
when
the
vehicle
is
capable
of
generating
its
own
power.
(
6)
­
It
should
be
left
to
the
truck
OEM,
provider
of
idle­
reduction
solution
system,
and
the
customer.
A
number
of
measures
could
be
used,
such
as
eliminating
engine
starting
and/
or
parking
break
release,
to
activating
warning
lights
and
horns,
if
the
vehicle
engine
is
started
with
TSE
connected.
We
also
recommend
a
cable
in­
line
breakaway
connector
be
used
to
minimize
damage
to
both
the
pedestal
and
the
truck
mounted
outlet.
This
in­
line
cable
breakaway
connector
should
be
approximately
2
feet
from
the
truck
mounted
connector
or
at
a
length
so
as
not
to
drag
on
the
ground
by
a
moving
truck.
(
1)

 
Should
tamper­
loop
monitoring
be
required?

­
Yes.
This
aspect
of
the
design
is
far
too
"
easy"
and
sensible
to
not
be
considered
a
requirement.
The
"
Monitoring"
of
this
system
is
paramount
and
forces
TSE
implementers
to
ensure
that
they
have
systems
in
place
to
watch
and
manage
the
power
distribution
safely.
(
3)
­
No.
(
1)

 
Are
standards
required
to
ensure
safe
power
supply
switching
between
on­
board
and
off­
board
power
sources?

­
It
should
only
be
required
that
services
are
not
offered
until
proper
connection
is
established
and
payment
of
service
is
verified
(
3)
­
Yes,
there
is
a
potential
for
3
separate
AC
power
sources:
1.
TSE
2.
APU
3.
AC
Inverter
(
1)
­
Generally
accepted
design
practice
dictates
that
if
a
method
of
powering
the
120
VAC
system
is
on
board
the
truck,
the
system
will
automatically
detect
power
at
the
land
connection
and
disconnect
the
onboard
120
VAC
power
source
(
8)

 
Should
open
service
neutral
protection
be
standardized
on
truck
mounted
systems?
9
­
Yes.
(
1),
(
3),
(
8)

iv.
System
Design
General
Comment:
The
electrical
grid
standards
for
truckstops
should
be
shown
in
the
NEC
article
551
much
in
the
same
manner
as
those
for
RV
parks
and
marine
boatyards.
The
electrical
standards
for
trucks
themselves
should
be
written
as
a
SAE
Recommended
Practice.
(
5)

 
What
steps
should
be
taken
to
ensure
that
modularity
of
both
the
truck­
mounted
and
facility­
based
TSE
is
ensured?

­
Implementation
of
national
codes/
standards
will
help
promote
and
ensure
this.
(
1)

 
How
should
wiring
systems
of
the
truck­
mounted
systems
delineate
AC
and
DC
wiring
or
high
and
low
voltage
wiring
(
color­
coding)?

­
We
are
not
aware
that
any
standard
color
coding
exists
for
this
purpose.(
8)
­
Recommend
use
of
bright
orange
coloring
for
the
high
voltage
DC
wiring,
such
as
the
SAE
hybrid
vehicle
standard.
(
1),
(
6)

 
What
location
on
the
truck
(
incorporating
safety,
visibility,
and
user
preferences)
should
be
designated
as
the
standard
location
for
the
installation
of
the
truck­
mounted
TSE
connection
(
e.
g.,
driver
side,
passenger
side
or
front
of
vehicle,
fender
or
cab
area)?

­
Because
of
the
high
traffic
on
the
driver­
side
of
the
truck
(
trucker
coming
and
going)
it
seems
most
appropriate
to
keep
any
and
all
connections
on
the
passenger
side.
(
3)
­
TSE
connection
should
be
on
the
driver's
side
(
1),
(
8),
(
6)

 
How
should
cab
design
issues
be
approached
when
determining
the
impact
on
cab
power
requirements?

­
If
cab
power
requirements
can
be
lowered
by
making
reasonable
standards
for
truck
OEM's,
it
should
be
considered
most
beneficial
for
both
truck
and
facility
to
address
those
areas
inside
the
cab.
One
simple
example
of
this
would
be
a
requirement
to
reduce
truck
window
glass
emissivity
in
the
interest
of
lowering
HVAC
loads
inside
the
truck
due
to
radiation.
(
3)
­
OEM's
should
be
encouraged
to
better
insulate
cabs.
This
would
help
with
both
sound
and
thermal
efficiency.
(
1)
­
The
availability
of
information
about
the
thermal
insulation
properties
of
various
manufacturer's'
sleeper
berth
designs
can
help
drivers/
truck
buyers
decide
how
much
power
they
will
need
to
heat/
cool
these
units.
(
8)
10
 
Should
a
standardized
cab
living
space
be
identified
to
determine
the
vehicle
electrical
load
requirements
(
heating,
ventilation,
and
air
conditioning
[
HVAC]
system
capability
and
cab
insulation
levels)?

­
Only
for
the
upfront
TSE
design
parameters
should
a
"
standardized
cab
living
space"
be
identified.
These
minimum
standards
should
be
set
in
place
to
ensure
efficient
use
of
TSE,
but
the
OEM's
should
enjoy
the
ability
to
design
trucks
to
meet
market
demand.
It
is
reasonable
to
assume
that
over
time,
as
TSE
gets
deployed,
market
forces
would
drive
the
adoption
of
cabs
designed
to
take
maximum
advantage
of
TSE,
and
would
drive
OEM's
to
improve
such
features
as
cab
insulation.
Here
again,
for
design
and
recommended
practice
purposes,
it
seems
reasonable
to
average
the
OEM
cab
living
spaces
for
items
such
as
"
average
volume,"
"
average
window
area,"
"
average
overall
insulating
coefficient,"
"
average
infiltration
rate,"
etc.
to
allow
for
design
load
requirements
to
be
estimated.
(
3)
­
No.
(
1),
(
8)
­
No,
however
it
may
be
beneficial
to
recommend
a
certain
maximum
heat
loss/
gain
rate
through
the
cab
envelope
to
reduce
the
average
HVAC
loads.
(
6)

 
What
weight
allowances
should
be
permitted
for
truck­
mounted
TSE
equipment?

­
Implementing
a
weight
allowance
for
TSE
and
idle
reducing
systems
would
provide
an
incentive
to
truck
owners
to
add
the
idling
reduction
systems
with
the
knowledge
they
would
not
lose
truck
payload
capacity.
This
would
mean
that
the
current
truck
class
weight
limits
would
need
to
be
raised
for
trucks
with
truck
mounted
TSE
or
idle
reduction
equipment.
(
1)
­
The
added
weight
of
this
equipment
could
approach
100
lbs.
(
8)
­
Idle
reduction
technologies
in
general
often
increase
the
weight
of
the
vehicle.
The
250
pound
weight
exemption
request
for
idle
reduction
technologies
in
the
Energy
Policy
Act
of
2004
should
be
sufficient
for
on­
board
related
TSE
hardware
(
6)
