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son said when the new Selective Catalyst Reduction system was installed, there were problems with performing routine repairs. Te district learned it did not have the facilities in-house to perform the work, so techs had to send it to a third party, Tompson explained. Costs for routine cleaning ranged from $225 upwards to $1,500 per bus. One reason for the
increased maintenance he cited was the stop-and-go nature of the school bus that makes it difficult for the engine to reach a sufficient regen temperature to clean the diesel particulate filter. Industry analyst Robert T. Pudlewski said that since 2004, the combined cost of emissions controls in the school bus have increased the price of diesel buses by
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approximately $14,000. Te cost increases amount to unfunded mandates, but none of the regulations required better fuel efficiency necessary to help school bus operators recoup costs. “Tere was no gov- ernment funding to offset the cost of the emission controls on the buses,” Pudlewski said. “But it was mandated, and you’ve got to pay for it.” “Whatever the fuel economy require- ments are on Jan, 1, 2017, they’re going to have to be reduced by 24 percent by 2017,” he added. “It’s a good thing they gave 10 years to accomplish it because they’re going to need every one of them.” While extolling the virtue of diesel fuel in
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a news release dated Aug. 16, Allen Schaeffer, executive director of the non-profit Diesel Technology Forum, said the rules establish a “bold challenge.” Schaeffer also called the rule “complex,” and said he hoped the new goals achieve an “effective balance of meeting customer demands and societal goals.” Fulfilling customer demands is clearly a priority of the Engine Manufacturer’s Association. President Jed Mandel said in a news release also dated Aug. 16 that the success of Phase 1 was directly tied to the fact that the 2011 standards were well- matched with EMA member efforts to meet customer demand for more fuel efficient vehicles. Mandel also called the Phase 2 rule “highly complex,” adding that EMA will determine if it aligns with manufacturers’ efforts and customer needs. “If not, the Phase 2 program would impose enormous costs to our customers, constrain customer choice, and, as a result, impose significant challenges to its success- ful implementation,” Mandel added. Pudlewski said technology is available to
achieve the benchmarks called for in Phase 2. For example, Cummins Inc. is the first engine manufacturer to announce it will be compliant with the new rules, including a 7-percent fuel economy improvement. But inevitably, Pudlewski added, the solutions will cost more. “Te advances we’ve seen since 2010 have been amazing, but none of these advances are free,” he advised. “We hope the cost will be offset by the savings in fuel usage but we are cautiously optimistic about it. But what choice do we have? It is now the law, and we’ve got to do it.” l
20 School Transportation News • OCTOBER 2016 CELEBRATING25YEARS
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