who want a new truck,” he said. “By virtue of the
glider, folks are able to get a new truck with a very well-manufactured engine with a very large warranty on it.
“A lot of companies that had never considered a glider
before are experimenting with them now to implement
The fact that the engines are 12 years old — or older —
isn’t necessarily a deterrent, he said.
“In the case of Detroit Diesel series 60, it’s a million-mile
engine,” he said. “And that’s before a major overhaul.”
Once an operator has made the decision to use a glider,
the Dual Flex+ system can be removed and placed on anoth-
er glider when the time comes, he said. Another advantage
is the fact that the truck can be turned back into a diesel-only
vehicle simply by removing the Dual Flex+ system.
“We don’t know yet what the value is going to be for a
second generation gas-fired truck,” Muller said. “You’re
stuck with marketing that truck to somebody who needs a
gas-fired truck and has all these complicated conditions for
them to be able to use it. Our system, frankly, will be 100%
diesel in a couple of hours.”
Muller said that there’s a growing trend among companies
keen to bolster their environmental credentials to ask their
shippers to add vehicles powered by alternative fuels. Some
fleet owners are extremely driven by the carbon footprint
issue and a lot of that is being driven by the fleet’s customers.
“We see that a lot of big companies see their transportation
as a good method of reducing their carbon footprint and as
a way to be good environmental citizens and they’re putting
pressure on the carriers to meet that,” he said. “A lot of carri-
ers are challenged, because the existing technology may not
fit into their fleet so we’ve become an option.”
The challenge for natural gas in the long-haul truck-
ing segment has been something of a chicken-and-egg
dilemma. If there isn’t a robust fueling infrastructure that
truckers can rely on, no one’s going to invest in CNG or
LNG trucks. If no one’s buying CNG or LNG trucks, who’s
going to develop CNG and LNG fueling stations?
Muller said the supply of natural gas has reached the
tipping point for viability for long-haul, commercial fleet
operations. There are 1375 CNG stations in the U.S., 711
of which are public. Another 117 public stations are in the
planning process, according to the U.S. Dept. of Energy
(DOE). There are 52 public LNG stations with another 55
are planned, according to the DOE.
With the fuel supply question answered, the time is ripe
for the Dual Flex+, Muller said.
“We could have jumped out there two years ago, but we
took a lot of time in the design process, the engineering
process and then we spent a lot of time road testing,” he
said. “You have no idea how many people contacted us
and we said ‘no, we’re not ready.’ Now we’re ready.” dp
C E Niehoff.indd 1 3/31/14 11: 32 AM
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