Green Fleet Magazine July/August 2012 by Bobit Business Media

A BOBIT PUBLICATION

WWW.GREENFLEETMAGAZINE.COM

JULY / AUGUST 2012

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VOL. 2, NO. 4

DECISIONS, DECISIONS

RETROFITTING TO A CLEANER FLEET PG&E:

MODEL OF SUSTAINABILITY GO GREEN — ‘ELECTRIFY’

NATURAL GAS

IN THE REAL WORLD

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*Coming spring 2012.

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Alternative fuel options found here. Turn to Ford for a wide range of alternative power choices. Beyond flex fuel, diesel and bio-diesel, many of our work vehicles also offer CNG/LPG conversion. You can also choose from a number of hybrid models, as well as the 2012 Transit Connect Electric and 2012 Focus Electric.* To find out how Ford technology can take your company in new directions, visit fleet.ford.com.

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CONTENTS J U L Y

A U G U S T

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V O L U M E

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N O. . 4

features 12 Decisions, Decisions Retrofitting a used or new fleet vehicle to an alternative-fuel system is relatively easy. Choosing the best one for the fleet can be hard.

16 Georgia Power Fulfills Green Goals Adding more alternative-fuel vehicles and continuing research on cleaner-burning fuels are just a few ways the utility is achieving sustainability.

18 PG&E Goes for the Green Pacific Gas and Electric (PG&E) Company has established a model of sustainability with its mixed alt-fuel fleet. Among its innovations: electrified bucket trucks.

21 Ecolab Boosts GHG-Reduction Efforts Ecolab has been able to significantly reduce greenhouse gas (GHG) emissions and improve fuel efficiency in its fleet operations since 2006.

22 ‘Electrify’ Your Fleet Although everyone seems to be “going green,” it’s not always easy to find a home for electric vehicles.

25 Breathe Free and Drive Granite State Clean Cities Coalition is deploying natural gas vehicles and biodiesel in New Hampshire.

26 Bringing Suppliers Together to Achieve Sustainability Goals Deli Express collaborated with several fleet suppliers to achieve positive sustainable changes through the use of traditional fuels and a new, fuel-efficient truck design.

28 Real-World Fleets Put Natural Gas Vehicles to the Test A cost-effective alternative to conventionally powered vehicles, natural gas is utilized in several different fleet segments and is producing strong results.

departments 4 On the Web 6 Letters 8 Industry News 34 Green Vehicle Showcase

28 2

36 Editorial

GREEN FLEET ■ JULY / AUGUST 2012

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The First. The Only.

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Only from Westport™ Light Duty Westport™ LD a division of Westport™ Innovations - the world leader in natural gas engine technology - has revolutionized the process for ordering and taking delivery of a CNG truck. Now you can order a complete bi-fuel truck with the Westport WiNG Power System directly from an authorized Westport LD Ford dealer. You get a predictable delivery date, single-transaction invoicing, and your trucks are Key-Ready for your drivers when they arrive at the Ford dealer or your drop-ship location. Plus, the WiNG system is completely integrated into the OEM manufacturing process so your warranty remains intact and all WiNG components and workmanship are warranted to the same levels as the vehicle itself. The simple, smart, Key-Ready process for bi-fuel trucks. It’s the OEM experience... and it’s here today.

Scan this on your smart phone for more info. For more info: Call 734-233-6850 Visit wingpowersystem.com

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Email light-duty-vehicles@westport.com

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NOW

WHAT YOU’RE READING... WWW.GREENFLEETMAGAZINE.COM

Top 5 Most Popular Stories as of May 30, 2012

1 2

$20 MILLION AVAILABLE FOR CLEAN DIESEL PROJECTS

FLEET BLOGS: The Voice of the Fleet Community (www.fleetblogs.com)

The U.S. Environmental Protection Agency (EPA) announced the availability of up to $20 million in FY 2012 grant funding to establish clean diesel projects.

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May 30

Fuel for Thought

What We’re Blog Blo ggi gin ng About

When Does It Stop?

NEW STUDY ANALYZES TOTAL COST OF OWNERSHIP FOR ALT-FUEL VEHICLES

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May 22

Talking TCO

While alternative-fuel vehicles carry an up-front cost premium, the total cost of ownership over the lifetime of the vehicle can be lower than conventional internal combustion engine (ICE) vehicles, according to Pike Research.

Diverting From a Collision Course ●

May 18

Biggest Brother How Custom GPS Reports Are Made

$5 MILLION AVAILABLE TO HELP EXPAND THE USE OF ALTERNATIVE FUELS

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May 16

Domestic Fuels: Made in America

The U.S. Department of Energy funding is intended to help streamline and quicken permitting processes and coordinate alternative-fuel and electric-vehicle infrastructure deployment across state, regional, and local governments.

Alternative Fuels: Divided we Stand! ●

May 16

Shoes for Your Fleet Tire Inflation Pressure — Check it Out!

CODA MAKES FIRST FLEET SALE TO AEP OHIO

Interested in starting your own blog? Go to www.fleetblogs.com for more information.

CODA Automotive, the developer and manufacturer of the all-electric CODA, announced the delivery of its first fleet vehicle sale to AEP Ohio, a unit of American Electric Power.

CHANNEL

HIGHLIGHTS

Propane – Autogas, Liquid Propane Gas News about fleets and how-to information interested readers in GreenFleetMagazine.com’s Propane Channel during May and early June 2012.

PERC OFFERS TIPS FOR REFUELING VEHICLES FUELED BY PROPANE AUTOGAS

The Propane Education & Research Council (PERC) offers solutions for common propane autogas refueling questions. 4

Here are a few popular news items from this Channel: ●

Baltimore Deploys Its First Propane Autogas Taxi Fleet

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PERC Offers Tips for Refueling Vehicles Fueled by Propane Autogas

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Wisconsin Green Vehicles Workshop Features Propane Autogas Technology

GREEN FLEET ■ JULY / AUGUST 2012

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LETTERS Health Risks from Idling I want to thank you for the editorial you wrote recently for Green Fleet entitled, “Reduced Idling = Reduced Emissions.” (See Green Talk editorial in March/ April 2012 issue.) It is very informative and nicely encapsulates the benefits of idle reduction for fleets. I was a coordinator of Vermont Idle-Free Fleets, an American Lung Association program showing fleet operators in Vermont the benefits of idling reduction and of adopting idling reduction policies. With this effort, 15 business and municipal fleets adopted policies impacting up to 570 trucks. One benefit we were sure to educate fleet operators about was the health impact of idling, especially diesel. There is a good amount of information out there on the toxicity of diesel exhaust from the American Lung Asso-

Part of a New Transition We see alternative powertrains as a requirement to move toward the goal of zero emissions. We believe that electric vehicles, for example, will find a higher adoption rate within fleets as opposed to consumer markets. We will support this evolution. Fossil fuels are history. We are at the beginning of a new market disruption regarding alternative fuels. In order to look into the future, we must look at history. “There will never be more than 1 million units because of limited availability of good drivers,” according to the Daimler Company in 1895. They were wrong. By 1918, we had more than 8 million passenger cars. Today, there are more than 600 million. In the first seven years of production, engineers actually designed whip holders into automobiles, even though there were no horses. Regarding demand, Henry Ford once said, “If I had asked my customers what they wanted, they would have said a faster horse.” He didn’t just give them what they wanted — he innovated. So, what has changed? The answer is clear: Technology is accelerating at a faster pace than ever before in human history. Its exponential growth cannot be stopped. The problem with alternativefueled powertrains versus fossilfueled powertrains is that the analysts and customers think in relatively short terms. They are not trained to predict anything reasonable outside of four to 6

cciation and the Clean Air Task Force. The only suggestion I’d like to make is to throw in some information on the health impact of idling. While I find that most fleet operators are most moW tivated by the financial aspects of idle reduction, our ti information has helped them become more aware of in the health issue. Someone with your influence can th ce certainly raise awareness in the industry of yet another significant reason why it’s beneficial for fleets ot to take steps toward being more fuel efficient. Wayne Michaud

six quarters. Wall Street has created this culture. Long-term predictions rarely factor in the accelerating pace of technology. For example, new models used to take five to seven years to develop from the first sketches to production. Today, three years is more the norm. Long-term predictions usually take customers’ wishes into consideration, which bring us right back to the dilemma that Henry Ford faced. Should the innovators of tomorrow, the market leaders of the next generation, create mobility based upon antiquated fuel? If one takes an objective look at what is happening today, the question has already been answered. We have the great privilege of being part of this new transition, which will bring exciting new opportunities. Bruce MacLaren Sr. Category Manager Auto Category Management Microsoft Munich, Germany

Bruce MacLaren was named the International Fleet Manager of the Year in 2010 by Fleet Europe magazine. — Editor

R Reduced Idling = Reduced Emissions R Idling is a major cause of w wasted fuel. (See the Green Talk editorial in the March/ T April 2012 issue.) Another A way that companies are failw ing to reduce fuel consumpin

Director IDLE-FREE VT Inc. Bristol, Vt.

tion is in their disbelief and resistance in the benefit of the right type of fuel treatment that will improve fuel consumption and emissions. I know that my product is not the only comprehensive fuel technology solution on the market, but, it is one of the best, and I continue to get resistance every day from those who think they are experts and know everything there is to know about fuel consumption. I have seen data on fuel treatments that validate savings from 7- to 10-percent in fuel consumption and 25- to 30-percent reductions in emissions. If companies were truly interested in both of these savings, they would be testing everything they could find. Until the word comes down from upper management that this must be done, it will continue to meet resistance and not be done. I had one municipality in North Carolina that wouldn’t consider our product because they would have to allocate time/personnel to make sure that our very concentrated product (one gallon treats 10,000 gallons of fuel) was put in their storage tanks three times a week. It could have potentially saved them 240,000 gallons of fuel per year. Don’t you think they could have found some funds from the savings for the allocation? Fleet management has to change their thinking and priorities before this will change. It is beginning, but very slowly. There are tremendous savings to be had all across the spectrum of vehicles. I have seen the savings firsthand.

GREEN FLEET ■ JULY / AUGUST 2012

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INDUSTRY NEWS

DELAWARE INSTALLS ELECTRIFIED PARKING AREAS FOR TRUCKS SMYRNA, DE – The state of Delaware was recently featured on an episode of MotorWeek, which highlighted the State’s truck stop electrification program. To help eliminate wasteful idling, the State has installed 24 electrified parking areas through a federal grant in partnership with the Delaware Clean Cities coalition. The units allow truckers to completely shut down their engines, while still providing heating, cooling, and access to cable and the Internet. An estimated 44,000 gallons of diesel fuel is expected to be saved annually, along with a reduction of 500 tons of CO2 emissions. The episode premiered April 28 on Maryland Public Television’s MotorWeek program. Previous segments in the series are now available on the Alternative Fuels and Advanced Vehicles Data Center (AFDC) website at www.afdc. energy.gov/afdc. New segments will be posted as they air.

BBM Acquires Newport Business Media TORRANCE, CA – Bobit Business Media (BBM), the publisher of Green Fleet, has acquired Newport Business Media’s publishing properties — Heavy Duty Trucking (HDT), TruckingInfo. com, Heavy Duty Aftermarket Journal, and Newport Poster Network. “These heavy truck properties fill a void we’ve had in our fleet coverage. Now, we cover all the fleet vehicle markets and we can h build a powerful fleet database,” said Ty Bobit, president/CEO of BBM. ““HDT is the most recognized and honored magazine in the commercial vehicle field, and TruckingInfo.com is the No. 1 website in trucking. We’re thrilled to have these quality properties, along with their experienced staff, as part of our company. Their addition makes BBM the largest fleet media company in the world.” Newport Business Media has been owned and operated by the Hutchinson family for 60 years. Kate Miller, president of the Newport Business Media properties, based in Schaumburg, Ill., will continue to lead those brands as VP/group publisher – truck within the renamed Bobit FleetGroup, which is led by corporate VP Sherb Brown. The Newport staff is expected to join BBM. To subscribe to HDT or one of its sister publications, go to www.truckinginfo.com/contact-us.asp.

NGVAmerica Partners with 2012 Green Fleet Conference WASHINGTON AND TORRANCE, CA – Natural Gas Vehicles for America (NGVAmerica) plans to host its 2012 National NGV Conference-Summit Oct. 3-5 in conjunction with Bobit Business Media’s 2012 Green Fleet Conference, which will be held Oct. 2-3 in Schaumburg, Ill. The Green Fleet Conference is a two-day event designed to give fleet professionals the information, resources, and industry connections they need to save money, increase efficiency, and stay up-to-date on the latest developments in alternative-fuel vehicle technologies. NGVAmerica’s National NGV Conference-Summit brings together industry stakeholders, clean-air/clean-transportation policymakers, and progressive fleet managers to discuss strategies to develop a sustainable, robust natural gas vehicle market utilizing America’s abundant natural gas resources while creating American jobs. More information about the Green Fleet Conference is available at www.greenfleetconference.com.

PHOTO: VENCHURS VEHICLE SYSTEMS

Bi-fuel and dedicated CNG Ford F-250 or F-350 models are available to test drive from Venchurs Vehicle Systems for fleet managers considering the alternative-fuel trucks. 8

CNG Ford Truck Demo Fleet Available Through Venchurs ADRIAN, MI – Venchurs Vehicle Systems (VVS), which offers bi-fuel and CNG-dedicated work trucks, has launched a new nationwide demo program that will allow fleet managers the opportunity to get behind the wheel of a CNG truck for short-term testing. Fleets that are interested in adding CNG Ford F-250s or F-350s to their workforce will have the opportunity to apply for Venchurs’ short-term loaner program. The bi-fuel system allows for seamless transitioning between CNG and gasoline, offering a total fuel range of up to 650 miles, while allowing vehicles to maintain the same power and towing/hauling capacity, according to VVS. For additional information, visit www.VenchursCNG.com or call (855) 264-4300.

GREEN FLEET ■ JULY / AUGUST 2012

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ecopoweroil.com And that’s protection everyone can beneﬁt from.

A CHANGE FOR THE BETTER.

the oil-recovery services of Safety-Kleen, you can protect your entire fleet and the environment in a sustainable way. is an API-licensed engine oil that exceeds all North American standards for engine protection. By using EcoPower and 115,000 locations. That oil is then refined using a process that requires up to 85% less energy to produce. The result of reclaimed engine oil in North America. We start by reclaiming over 200 million gallons of used oil from over EcoPower is more than just engine oil. It’s part of a much bigger effort by Safety-Kleen, the largest collector and refiner S:10 in

PROTECT

EcoPower is more than just engine oil. It’s part of a much bigger effort by Safety-Kleen, the largest collector and refiner of reclaimed engine oil in North America. We start by reclaiming over 200 million gallons of used oil from over 115,000 locations. That oil is then refined using a process that requires up to 85% less energy to produce. The result is an API-licensed engine oil that exceeds all North American standards for engine protection. By using EcoPower and the oil-recovery services of Safety-Kleen, you can protect your entire fleet and the environment in a sustainable way. And that’s protection everyone can benefit from. ©2012 SAFETY-KLEEN SYSTEMS, INC.

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INDUSTRY NEWS www.greenfleetmagazine.com

Isuzu Speeds Up Process for Alt-Fuel Truck Conversions

PHOTO: ISUZU COMMERCIAL TRUCK OF AMERICA

ANAHEIM, CA – Isuzu Commercial Truck of

America, Inc. (ICTA) announced a new process that will enable Isuzu dealers to more quickly convert or modify gasoline-powered NPR-HD (14,500-lb. GVWR) trucks for their customers. When placing orders for new trucks, Isuzu dealers can select a ship-thru option to indicate that they have arranged to have the trucks modi-fied at one of two independent modification cen-ters near the trucks’ Charlotte, Mich., assembly plant. Following the modification, the center willl Isuzu Commerical Truck of America has return the trucks to ICTA, which will then trans- launched a new process to speed the conversion of gasoline-powered NPR-HD port them to the dealers that ordered the units. trucks to compressed natural gas or proThis new process will eliminate unnecessary pane autogas. dealer-incurred transportation expenses and will shorten the amount of time necessary to obtain alternative-fuel conversions and certain other types of modifications, according to ICTA. Utilimaster, Inc. offers compressed natural gas/liquefied propane gas (CNG/LPG) alternativefuel conversions and other modifications for Isuzu trucks to dealers and customers at a modification facility located on the Spartan Motors, Inc., campus in Charlotte. IMPCO Technologies, Inc. offers CNG alternative-fuel conversions at the IMPCO modification facility in Union City, Ind.

Vice President Group Publisher, FleetGroup Sherb Brown (310)533-2451

Editor and Associate Publisher Mike Antich (310) 533-2467

Managing Editor Lauren Fletcher (310) 533-2415

Senior Editor

Grace L. Suizo (310) 533-2414

Associate Editor Chris Wolski (310) 533-2442

Web Editor

Greg Basich (310) 533-2572

Field Editor Al Cavalli

Production Director Kelly Bracken

Production Manager Brian Peach (310) 533-2548

Art Director

Armie Bautista

Subscription Inquiries (310) 533-2440

www.GreenFleetMagazine.com/ Subscription Subscriptions@GreenFleetMagazine.com

National Sales Manager

All-New Toyota RAV4 EV Unveiled LOS ANGELES – Toyota Motor Sales, U.S.A. recently revealed the all-new Toyota RAV4 EV. The all-electric SUV has an expected driving range of approximately 100 miles and charging time of approximately six hours on a 240V/40A charger. Driving performance, dynamics, and cargo capacity of the all-electric SUV are equal to or exceed the gasoline-powered RAV4 V-6, which arrives fully equipped with an MSRP of $49,800, according to the automaker. Toyota worked with Tesla Motors over 22 months to bring the product to market. Designed for customer ease of use and maximum vehicle range, the RAV4 EV is a combination of Tesla’s battery and electric powertrain and Toyota’s SUV model. The front-wheel-drive RAV4 EV allows drivers to PHOTO: TOYOTA MOTOR SALES USA s select from two distinctly different drive modes, Sport a Normal. In Sport mode, the vehicle reaches 0-60 and m in just 7 seconds and has a maximum speed of mph 100 mph. Normal mode achieves 0-60 mph in 8.6 s seconds with a maximum speed of 85 mph. Maxim mum output from the electric powertrain is 154 hp (115kW) at 2,800 rpm. The RAV4 EV will go on sale in late summer 2012 t through select dealers, initially in four major Californ metropolitan markets including Sacramento, the nia San Francisco Bay Area, Los Angeles/Orange County, Working in partnership with Tesla Moand San Diego. Sales volume is planned for approxitors, Toyota has developed the RAV4 mately 2,600 units over the next three years and the EV. The all-electric SUV delivers 154 hp battery warranty is eight years or 100,000 miles, acand a range of 100 miles. cording to the manufacturer. 10

Sherb Brown (310) 533-2451 sherb.brown@bobit.com

District Advertising Managers

West Coast Sales Manager Joni Owens (310) 533-2530 joni.owens@bobit.com

East Coast Sales Manager Eric Bearly (310) 533-2579 eric.bearly@bobit.com

Great Lakes

Robert Brown Jr. 1000 W. University Dr., Ste. 209 Rochester, MI 48307 (248) 601-2005 • Fax (248) 601-2004 rbrown8799@aol.com

Sales & Marketing Coordinator Tracey Tremblay (310)533-2518 tracey.tremblay@bobit.com

Chairman

Edward J. Bobit

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Ty F. Bobit

CFO

Richard E. Johnson Business and Editorial Office

Bobit Business Media

3520 Challenger St. Torrance, CA 90503-1640 Fax: (310) 533-2503 Printed in U.S.A.

GREEN FLEET ■ JULY / AUGUST 2012

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Lower your Total Cost of Ownership. Not your expectations.

2012 Subaru models have the highest predicted resale value in the industry according to ALG.* So, if youâ&#x20AC;&#x2122;re looking for low Total Cost of Ownership (TCO) in a fleet vehicle, look no further than the Subaru Forester with 27 MPG** and Symmetrical All-Wheel Drive standard.

Learn more at subaru.com or contact a fleet professional at 1-800-879-8233. *Based on ALGâ&#x20AC;&#x2122;s 2012 Residual Value Award for Mainstream Brands, the industry benchmark for residual values and depreciation data, www.alg.com. **EPA-estimated hwy fuel economy for 2013 Subaru Forester 2.5X models. Actual mileage may vary.

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Retrofitting a used or new fleet vehicle to an alternative-fuel system is relatively easy. Choosing the best one for fleet can be hard.

s the number and types of alternative-fuel technologies increase, fleet managers will have to make a difficult decision between hybrid, range extender, compressed natural gas (CNG), and propane autogas. As difficult as the choice may be, fortunately, there is a solution for every green-minded fleet.

SOURCE: XL HYBRIDS

By Chris Wolski

XL Marks the Spot Boston-based XL Hybrids offers urban and suburban truck fleets the ability to take advantage of electric-gasoline technology. Founded three years ago by a cadre of MIT alumni, XL Hybrids is currently retrofitting Chevrolet Express and GMC Savana 2500 vans paired with a 4.8L engine. The company’s long-term goal is to provide a hybrid option for any Class 1-3 truck fleet, regardless of manufacturer, according to Justin Ashton, cofounder and VP of business development for XL Hybrids. Cost was a top concern for fleets when the company was designing its system, and XL Hybrids is able to deliver a drop-in system at an estimated cost of under $8,000. The system is designed to be installed by the vehicle upfitter in about four hours. “It’s designed to be part of the upfitting process and then shipped-thru to the buyer,” Ashton explained. XL Hybrids’ system is designed for fleet trucks driven about 75 miles per day. While

AT A GLANCE Fleet managers looking to retrofit their gasoline vehicles to alternative-fuel systems can choose a number of different options, including: ● Compressed natural gas (CNG) — dedicated and bi-fuel. ● Liquefied petroleum gas (LPG) — dedicated and bi-fuel. ● Hybrid. ● Range extender. 12

XL Hybrids offers its electric-gasoline hybrid technology for the Chevrolet Express (above) and GMC Savana 2500.

it currently has a return on investment (ROI) of five years, Ashton said the company has a goal of lowering that to three years. To make the system even more attractive to fleets, XL Hybrids is offering a leasing option. “We can amortize the cost over the life of the vehicle. For fleets that care about monthly costs, this option is really attractive. Leasing a hybrid vehicle can start the savings on day one, instead of waiting for the payback,” Ashton noted, adding that this option has elicited interest from fleet management companies. Ashton estimated fleets that use XL Hybrids’ system will see a fuel savings of about $1,800 per year, per vehicle. As an added benefit, similar to gasoline-hybrid sedans, he estimated that brake maintenance would be lower because of regenerative braking.

Wing-ing It John Howell, senior director of marketing and business development for Westport, noted that the company’s CNG system is unique because it isn’t a retrofit or conversion. “We only install the system on brand-new vehicles adjacent to the factory. We’re as close to an OEM product as you can get,” he noted. The company is currently installing its Wing bi-fuel CNG system on Ford F-250 and F-350 models, and Howell expects the number and types of models to expand sometime in the future. The system is installed at a facility adjacent to Ford’s Louisville, Ky., production line — never leaving the automaker’s production control system, according to Howell — and the installation on the gaseous prep Ford en-

gine takes less than 72 hours total. “It’s a very seamless system. It’s almost imperceptible to the customer,” Howell commented. Westport does not sell kits to installers, and the company is a Ford certified qualified vehicle modifier (QVM). “The Wing system is as close to a Ford product as you can get. Ford has signed off on our facility, giving it the company’s highest rating,” Howell said. Because Westport is a QVM, the Ford warranty is not affected by the installation of the Wing bi-fuel system. The cost of the system depends on a number of factors. For a single or small order installation, the cost is $9,750 for an 18.4-gasoline-gallon-equivalent (GGE) tank and $10,950 for the 24.5-GGE tank. Howell noted that there are discounts available for large fleet orders. No matter the tank size, the same tank cover, which takes up two feet of the truck bed, is used. The ROI for the Westport Wing system depends on a number of factors, according to Howell. “You always have to answer how many miles per year you’re driving and how much fuel costs,” he said. For instance, for a fleet vehicle that drives 30,000 miles per year and achieves 15 mpg in a market that sells CNG for $2-per-gallon less than gasoline, the ROI would be 2.5 years, according to Howell’s calculations. Other factors to consider include tax incentives and residual value. For instance, Oklahoma offers a substantial 50-percent tax incentive for CNG vehicles. “On the residual side, we’ve commissioned a study from Kelly Blue Book, and it is projecting that after three years, the system has retained 50 percent of its value,” Howell noted. The most common fleets that have pursued a CNG installation from Westport have

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Taking an ALTe Approach

SOURCE: ALTe

For ALTe, its retrofit is a green process from beginning to end, recycling the old gasoline engine and transmission. “We tried to think cradle-to-grave and not waste anything,” said Jeffrey DeFrank, ALTe’s chief technology officer. The company’s green technology is a range extender, similar to the extended-range technology found in OEM products, such as the Chevrolet Volt or VIA pickup, and is designed for fleets looking to extend the life of their vehicles. “The concept of our technology is based on a just-off-warranty vehicle with 50,000 miles or more,” DeFrank said. Currently, ALTe is retrofitting Ford light-duty commercial pickups and is expanding to larger Ford products. Initially, ALTe will launch with three-four ALTe installation centers strategically located across the county and will add more as volume increases. The conversion takes about

ALTe offers range-extender retrofits for Ford light- and medium-duty (above) products.

a day and costs around $30,000. To help offset this cost, ALTe offers a trade-in option. A fleet can trade-in its vehicle for one that has already been converted. This innovation is a result of the company’s close partnership with its customer advisory board, which generated the idea during one of its meetings. DeFrank said that the ROI on an ALTe system is currently between two-and-a-half and three years. The company is still in the process of piloting its technology, but DeFrank said that it is optimal for delivery, service, leasing, and rental fleets. “The system is optimized for stop-and-go driving; that’s why we’re reaching a lot of fleets. Our typical customer will be a neighborhood fleet because our system is quiet and takes advantage of 25- to 30-mile ranges. And, for most of these fleets, they’ll use almost no gasoline,” DeFrank observed. He also noted the Ford vehicles have lost none of their power or capabilities due to the range-extender conversion. “We’ve had a lot of accolades. They drive very well, and have the same capabilities. For instance, our trucks can tow a trailer,” DeFrank said. The system takes advantage of the stopand-go of typical urban and suburban routes by using regenerative braking to recharge the battery. The system’s battery can also be recharged via a 110V or 220V outlet. DeFrank said the company will have its market launch in about a year, and expects to expand beyond Ford to include GM models, because “then, we’ll cover most of the fleet market.”

Ready for Primetime Todd Mouw, VP of sales and marketing for ROUSH CleanTech, sees propane au-

SOURCE: ROUSH CLEANTECH

been energy and energy-related companies, such as pipeline maintenance and fuel distribution organizations. However, Howell predicts that will change, since CNG infrastructure — one of the reasons fleets have held off pursuing CNG fuel options — is growing at a rate of 20-25 percent per year.

The ROUSH CleanTech propane-autogas fuel system conversion is available for a variety of light- and medium-duty Ford trucks and vans.

togas as the most democratic of the alternative fuels. “The beauty of propane autogas is that it applies to everybody. It has low investment and there isn’t an industry that couldn’t benefit from using it. It’s also not as range limited as other fuels,” he said. “It’s ready for primetime.” The ROUSH CleanTech propane-autogas fuel system is currently available for a variety of Ford E-Series vans and Ford F-Series trucks. The system is Environmental Protection Agency (EPA) and California Air Resources Board (CARB) certified, according to Mouw. The cost per system starts at around $10,000 to install, and generally increases as vehicles go up in GVWR. The company recommends only retrofitting vehicles equipped with Ford’s gaseous fuels prep package, which are hardened internal components in the engine to prevent wear due to the use of gaseous fuels. ROI is dependent, as with other alternativefuel systems, on how many miles the vehicle is driven and the local cost of propane autogas. For instance, if propane autogas costs $1.50 less than gasoline and the vehicle is driven 12,000 to 15,000 miles, the amount saved will be in the neighborhood of $10,000 to $20,000, according to Mouw. The savings will increase as the gap between diesel and gasoline and propane autogas increases. JULY / AUGUST 2012 ■ GREEN FLEET

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The ROUSH CleanTech system can be installed at a number of certified upfitters, including Knapheide, National Fleet Services, and Utilimaster. The company also has a network of independent Ford QVM-certified mechanics. ROUSH CleanTech can help a fleet find a certified facility or mechanic if there isn’t one readily available. The retrofitting process takes about two work days. Because the ROUSH CleanTech propaneautogas system is Ford-certified, the OEM warranty is still in effect. In addition, ROUSH CleanTech offers a warranty on its fuel system. In addition to the fuel system, ROUSH CleanTech can also help fleets with implementing a fueling infrastructure. “We will always take a propane fueling partner along with us when meeting with a fleet. It’s an education. We walk through the process. Typically when we walk out of a meeting, we’ve answered all of the questions that the fleet manager had,” Mouw said. Mouw added that ROUSH CleanTech looks long-term when working with its fleet customers. “Our aim is to have customer engagement for years to come,” he said.

SOURCE: LANDI RENZO U.S.A.

RETROFITTING

Translating to the U.S. Market Landi Renzo has already made a mark in the international market, selling 1.5 million of its dedicated and bi-fuel CNG systems in 60 countries annually, and, according to the company, capturing a 40-percent market share in gaseous fuel systems. The company hopes to translate its proven technology in the U.S. market. In 2010, the company purchased U.S.-based Baytech Corporation to help make this a reality. Landi Renzo U.S.A.’s systems are available for the Ford E-250 and E-350 5.4L cargo and passenger vans; the Ford F-250 and F-350 6.2L (bi-fuel); the Ford F-450, F-550, and F-650 6.8L cab/chassis; and the Ford F-59 6.8L chassis. The company is a Ford QVM, which means the OEM warranty remains intact after the conversion. Baytech Corporation’s systems are available for Isuzu NPR HD 6.0L, Workhorse W62 6.0L, Freightliner MT 45-55 6.0L, GMC Savana and Chevrolet Express cutaway 6.0L, and the GM cab chassis 6.0L. The systems are both EPA and CARB certified, according to Gianluca Maso, 14

Landi Renzo’s dedicated CNG conversion is available for the Ford E-250 and E-350, in addition to Ford’s mediumduty F-Series.

VP sales and marketing for Landi Renzo U.S.A./Baytech Corporation. There are three ways a fleet can have one of its vehicles retrofitted. Option one is to have it sent to Landi Renzo’s California-based conversion center. For new Ford products, option two involves having them shippedthru at the production facility. Or, third, it can have a certified center handle the conversion. The time for conversion is dependent on the size of the tank, according to Maso, but typically ranges from a few hours to three days. The conversion price is based on the size of the tank package. Light- to mediumduty vehicles run about $10,000 and heavyduty about $16,000 to $17,000. The average ROI is from two to three years. “But, it depends,” Maso said. “It’s proportional. The more fuel you use, the faster the payback, and that also depends on the fuel price.” For instance, a high-mileage fleet vehicle where CNG is 95 cents per gallon will have a faster payback than a fleet that is paying $3 GGE. Of course, fleets in states such as Illinois, which offer grants, will see a faster ROI. Maso said that most of the U.S. fleets installing Landi Renzo U.S.A./Baytech systems are energy companies, airport shuttle fleets, and shipping companies. He noted that for fleets considering a CNG conversion, they need to look at the availability of a fueling infrastructure and the availability of service. Landi Renzo maintains a supplier network of local partners, and offers aftersales help to fleets following the conversion.

One-Stop Retrofitter For fleets considering a CNG or propane-autogas conversion, IMPCO Automotive does it all. The company not only sells and installs its alternative-fuel systems, it also designs them, and manufactures many of the systems parts, including the lockout valves, electronic control mod-

ule (ECM) boards, and regulators. The company offers CNG dedicated or bifuel systems and an LPG bi-fuel system for GM, Ford, and Isuzu Commercial Truck of America products. Fleets looking for new installations have the option of ordering the systems directly while at the dealer. Fleet orders can be handled at the company’s Union City, Ind., production facility. IMPCO is a tier-one supplier for GM, which preserves the full warranty for the Sierra and Savana models. The company recently began a ship-thru program for the Isuzu NPR HD, and is a Ford QVM for a variety of its pickup, van, and sedan models. Installation at the factory takes from a few hours to two days, depending on the size of the order. The company also has a network of certified outside installers, which it closely monitors. “We’re currently tightening the certification requirements. We’re continuing to raise the bar,” said Jay Sandler, director of sales for IMPCO. Cost of the conversion is dependent on tank size, but can range from as low as $7,000 to as high as $25,000. However, Sandler said the average pickup will cost between $10,000 and $11,000, “depending on options, such as the tank size and materials.” IMPCO ROI, as with other systems, is dependent on a number of factors: miles driven, mpg, and the price of fuel. But, typically it’s about two-and-a-half to two-and-threequarter years. “For a flat six- to seven-year turnover, that’s pretty good,” Sandler said. The big question for IMPCO customers is what alt-fuel type to choose. “CNG is better for urban situations, while propane autogas makes more sense in rural settings, since it’s pretty easy to get propane companies to install a tank. However, the propane autogas fuel differential is less and you get about a 20-percent decrease in mpg. But, there’s a lot of infrastructure,” Sandler said. Sandler also noted that fleets need to be educated about the properties of the fuel they choose. For instance, if there is a leak, CNG rises and dissipates, but propane autogas — which is heavier than air — stays close to the ground. “Generally, it’s not a big worry, but it can become an issue if you’re not prepared for it,” Sandler said. No matter the choice, both will save fleets

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Going GreenKraft Santa Ana, Calif.-based GreenKraft, Inc. offers a dedicated CNG system, which, according to Frank Ziegler, director of sales, offers a number of advantages to its fleet customers. “We decided that the fewer moving parts the better, so we kept the fuel rails and only replace the injectors, regulators, and fittings. We also do our own calibration based on shifting and compression, so there is no difference in horsepower,” he said. In addition, the company has also calibrated the existing fuel gauge to accurately reflect the amount of fuel on board.

Why choose propane autogas? Call us today to learn how easy it is to incorporate propane-autogas powered vehicles into your ﬂeet.

855-4-AUTOGAS

SOURCE: GREENKRAFT

money, according to Sandler. “There are a lot of advantages. The engines last longer and there are reduced maintenance costs — for instance, you have to change the oil less often,” he said. “Gaseous fuels are so much easier and simpler to realize payback.” Sandler added that IMPCO, which has been offering alternative-fuel systems since 1958, hopes to add more OEM options in the future.

GreenKraft offers a CNG-dedicated truck on a JAC chassis, and retrofits 14,000-lb. GVW 4.8L and 6.0L GM products.

GreenKraft currently offers retrofitting for 14,000-lb. GVW 4.8L and 6.0L GM products. Ziegler said there are plans to expand that to Ford and Chrysler products as well. Its system is both EPA and CARB certified. The company decided to offer a dedicated CNG product because, “we wanted our customers to get 100 percent of the fuel’s benefit,” Ziegler said. Installation is a four- to five-hour process. “It’s a very easy, simple upfit,” Ziegler said. The company is building an installation network sited at Isuzu dealers because of their experience with the 4.8L and 6.0L GM engines. The company has also recently introduced its own

8.8L CNG engine for higher-class GVW and refuse applications. ROI is determined, as with other systems, on the price of fuel and how many miles are being put on the vehicle, but, Ziegler also noted, because of the lower maintenance costs ROI is “almost immediate.” Because of its existing CNG fueling infrastructure, GreenKraft is focusing primarily on the California market, but has been fielding calls through dealers from around the country. If a fleet doesn’t have ready access to a CNG infrastructure, the company is recommending — in the short-term while the infrastructure catches up — that fleets install extra fuel tanks to alleviate range anxiety. “You have to answer this question when it comes to infrastructure — how far do you drive in a day? That will determine how much capacity you need,” Ziegler noted, adding that infrastructure follows commitment to the fuel. fleets approaching GreenKraft about its CNG system have included municipalities, plumbing, and landscaping companies.

Propane autogas is the best alternative fuel for fleets Propane autogas powers more than 15 million vehicles worldwide. The reason why is clear: UÊ ÕÌ }>ÃÊ ÃÊViÀÌ wÊi`ÊV i> ÊLÕÀ }ÊLÞÊÌ iÊ * UÊ x¯Ê vÊ>ÕÌ }>ÃÊ ÃÊ` iÃÌ V> ÞÊ«À `ÕVi` UÊ- } wÊV> Ì ÞÊ ÜiÀÊ «iÀ>Ì }Ê> `Ê vÀ>ÃÌÀÕVÌÕÀiÊV ÃÌÃ UÊ Õ `Ài`ÃÊ vÊì` V>Ìi`Ê> `ÊV ÛiÀÃ Ài>`ÞÊÛi V iÃÊ>Û> >L iÊ UÊ Ã«i ÃiÀÃÊ>ÀiÊ iÝ«i Ã ÛiÊÌ Ê ÃÌ> ]ÊÃ « iÊÌ Ê «iÀ>Ìi UÊ*À }ÃÊÃiÀÛ ViÊ viÊ vÊÌ iÊ>ÛiÀ>}iÊÛi V iÊLÞÊÓÊÌ ÊÎÊÞi>ÀÃ *À «> iÊ«À Û ìÃÊyÊiiÌÃÊÜ Ì Ê>ÊV ÃÌ ivviVÌ Ûi]ÊV i> LÕÀ }]ÊÃ>vi]Ê> `Ê Ài >L iÊ> ÌiÀ >Ì ÛiÊvÕi °Ê i>À Ê ÀiÊ>ÌÊ

www.ferrellautogas.com/ForYourFleet. JULY / AUGUST 2012 ■ GREEN FLEET

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Adding more alternativefuel vehicles to its fleet and continuing research on cleaner-burning fuels are just a few ways the utility is achieving sustainability.

eorgia Power, one of the earliest pioneers of biodiesel and E-85 use in Georgia, was recognized as a 2012 Sustainable Fleet by the NAFA Fleet Management Association for committing to reduce its environmental impact. Tony Saxon, CAFM, fleet support supervisor at Georgia Power, and the fleet operations department have done their part to fulfill their company’s environmental sustainability goals by choosing cleaner, greener, and smarter vehicles for the fleet. “I really felt blessed to receive this distinguished award for Georgia Power,” Saxon said. “I was so proud of Georgia Power and all of our employees for their commitment to the company’s sustainability efforts. Their efforts made the Sustainability Award possible.” The Sustainable Fleet Awards were presented during the NAFA 2012 Institute & Expo in St. Louis. In addition to Saxon and Georgia Power, the list of 2012 award winners included Yvan Lupien (City of Ottawa, Canada); Gregg Hodgdon, CAFM (E.A. Sween Company); and Gayle Pratt (Ecolab, Inc).

Dedicated to Green Georgia Power, the largest of four electric utilities that make up Southern Company, serves 2.4 million customers in 155 of the 159 counties in the state of Georgia. In 1999, the fleet adopted biodiesel in its operations, with E-85 following three years later. To date, the utility has used more than 6 million gallons of B-20 and more than 390,000 gallons of E-85. Through the years, it has remained dedicated to the use of al16

Fulfills Green Goals ternative fuels and has been a leader in the purchase of fuel-efficient, hybrid, and electric vehicles to help reduce petroleum use. In addition, the company’s use of a Smart Ride program, alternative work schedules, and idle-reduction programs have greatly reduced the amount of greenhouse gas emissions emitted into the atmosphere. Georgia Power has an ambitious series of plans to continue on this path toward sustainability including: increasing its number of alternative-fuel capable vehicles, continuing research on cleaner burning fuels including availability

Tony Saxon, CAFM, fleet support supervisor at Georgia Power, accepted a Sustainable Fleet Award at the 2012 NAFA I&E for leading efforts to help fulfill the utility’s environmental sustainability goals. PHOTO: KIEFFER PHOTOGRAPHY

and costs, purchasing or leasing new-generation electric vehicles, and researching the use of battery power packs on aerial units. Georgia Power currently operates 3,123 vehicles, comprised of sedans, pickups, and Class 3-8 trucks.

GREEN EFFORTS ALL-AROUND

eorgia Power was also named the 2011-2012 National Pledge Leader for its “Change the World, Start with ENERGY STAR” campaign by the U.S. Environmental Protection Agency (EPA). The campaign encourages consumers to take small steps that make a big difference to save energy and help the environment. In 2012, Georgia Power has collected 107,657 pledges (as of press time) from consumers through Georgia Power’s EarthCents initialocal offices, energy efficiency fairs, and commutive is designed to help customers nity outreach events. save money, use energy efficiently, The Change the World pledge campaign is a and help the environment. part of Georgia Power’s EarthCents initiative, a portfolio of energy efficiency programs created to help residential and business customers save money, use energy efficiently, and help the environment. For additional details about Georgia Power’s EarthCents lighting program or to take the “Change the World” pledge online, visit www.georgiapower.com/lighting.

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PG&E

Goes for the Green Pacific Gas and Electric (PG&E) Company has established a model of sustainability with its mixed alt-fuel fleet. Among its innovations: electrified bucket trucks. By Chris Wolski

hen San Francisco-based energy provider Pacific Gas and Electric Company (PG&E) began greening its fleet, the one conversation that Director of Transportation Dave Meisel and his colleagues didn’t have was how to green the fleet. Instead, the discussion was about how alternative technology would fit the needs of the fleet. “We don’t ever have conversations about ‘greening’ the fleet. Instead, we talk about how to do business. That’s probably the biggest difference with our approach,” Meisel said. The approach is also unique in that the price of a specific piece of technology is initially secondary to how it will help PG&E serve its customers. If the technology makes sense, Meisel looks at the cost “and if it will cost us or save us money.” The next step is evaluating the technol-

AT A GLANCE San Francisco-headquartered PG&E’s fleet has successfully balanced sustainability and doing business by developing a fleet strategy that: ● Considers a new technology’s usefulness

before cost and its sustainability. ● Fits

alt-fuel technology to the operational environment.

● Is

constantly evolving to meet new technology.

ogy’s impact on fleet safety. Finally, the technology’s impact on the environment is considered. “Then, we match the technology with the business need,” Meisel said. “We have not found one fuel that fits the entire fleet — a blended approach is a must.” Meisel doesn’t work in a vacuum when spec’ing a new vehicle. For instance, the fleet is currently in the process of redesigning its crew cabs. Meisel looked to his supervisors and operators for input on the new design.

Outfitting the Fleet The result of this analytical, businessoriented approach is a highly diverse fleet of 13,000 vehicles of both conventional and alt-fuel types. The mixed fleet isn’t surprising, considering PG&E serves customers in one of the most geographically and climatically diverse states in the nation. Its 75,000-square-mile coverage area, which stretches from just north of Los Angeles to the Oregon border, has its drivers contending with sand, water, dust, snow, as well as urban and rural environments. The fleet consists of more than 156 specs spread across passenger cars; pickups; and light-, medium-, and heavy-duty trucks.

PG&E operates more than h 20 Ch Chevrolet l V Volts l (above). To support these vehicles, it has installed about 50 new electric-vehicle charging stations at different locations.

The utility also operates a variety of other vehicles from snowmobiles and snow CATs to boats and planes. Its alt-fuel fleet includes approximately 1,000 compressed natural gas (CNG), 1,500 biodiesel, 150 all-electric, and 500600 hybrid (standard, plug-in, and range extender) vehicles. The fleet introduced its first CNG vehicles in quantity in 2003. Electric and biodiesel followed about three or four years ago. While environmental factors are an important consideration, there are times when compromises must be made in order for PG&E to best serve its customers. Case in point is the use of biodiesel in some of its California markets, which was introduced because of the limits of the CNG fueling infrastructure. Though it’s not the ideal fuel from an environmental standpoint, Meisel is philosophic about its use. “It’s not as clean as CNG, but it is more clean than doing nothing,” he said.

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When evaluating a vehicle technology — such as the Navistar E-Star above — PG&E Director of Transportation Dave Meisel and his colleagues determine if it makes business sense. PG&E never “force fits” a technology into its fleet. Instead, it fits the vehicle to the application.

Typically, when PG&E introduces a new fleet vehicle, it does so carefully, buying one or two of the vehicles spread to different locations. If those initial tests are successful, fleet will purchase 10-20 of the vehicles eventually purchasing a larger quantity. “That way you find the true cost of operating the vehicle. Sometimes you’ll miss a big benefit and/or a big liability,” Meisel noted. The one thing Meisel said PG&E never does is “force fit a technology into the fleet. If you do that, you have a high probability of failure,” he noted. Also influencing selection decisions is the unknown. “The vast majority of the time we work in a known situation; but, occasionally, we are working in the unknown, an emergency situation that requires vehicles are able to work 100 percent of the time. We buy for that emergency situation,” Meisel explained. Fueling infrastructure is probably one of the biggest influences in whether a vehicle is deployed in a given region. “Regardless of the fuel type, we spend a great deal of time analyzing the density of the fueling infrastructure. Gasoline and diesel have a 100-year head-start over all the other power sources, none of which are as mature,” Meisel said. “That means you have to be very particular where you deploy a vehicle.” PG&E hasn’t sat back and expected others to install a fueling infrastructure for the

company. It has a network of 34 CNG stations and one liquefied natural gas (LNG) station, most of which are open to the public and serve transit districts, private refuse haulers, school districts, municipalities, air/seaports, and other operators, including tax, package delivery, military, and personal vehicle owners.

Hitting a Grand Slam One of the showcases for Meisel’s approach to evaluating and implementing technology was the recent introduction of PG&E’s new trouble trucks in San Francisco. The 300 diesel bucket trucks have been partially electrified so the bucket, tool circuit, lighting circuit, and heating/ air conditioning can run on electricity using a plug-in battery-powered system while the engine is turned off. This is a significant improvement in many ways for the fleet because the old trucks needed to idle eight to 10 hours a day. Of course, PG&E has saved money by reducing idling along with decreasing the harmful particulates from the emissions. But, more important, the crews have been able to effectively double their available work hours. Because of San Francisco’s strict noise ordinance, non-electrified trucks could only work between 7 a.m. and 7 p.m. The electrified bucket trucks can work well into the night, because they don’t violate the ordinance. Customers like the trucks because crews

can get the power back on more quickly if there’s an outage late at night, and crews like them because there are no diesel fumes to contend with and, when working with a partner, they can speak at a normal volume, making operations safer. In addition, the trucks have power take-off (PTO) installed. “The electrified bucket trucks hit all of the criteria — cost, safety, and environment. We hit a grand slam with them,” Meisel said. PG&E isn’t stopping with partially electrified bucket trucks. It is currently testing an all-electric bucket truck as well. Among its all-electric vehicles are service body, flatbed, and service trucks. PG&E also operates more than 20 Chevrolet Volts. To support these vehicles, PG&E has installed about 50 new electric-vehicle charging stations at different locations, and plans to add more as electric-powered vehicles are added to the fleet.

Managing the Fleet At first glance, the mix of fuel types would make managing the PG&E fleet complicated — with technology issues causing numerous headaches; however, this isn’t case. According to Meisel, there is high driver acceptance of the alt-fuel vehicles. “I have drivers who only want to test the new technology — particularly the environmentally friendly vehicles,” he said. Likewise, the mechanics “love learning the new technology,” Meisel said. He noted that PG&E has not experienced any difficulty in finding qualified mechanics for its fleet. “We’re incredibly selective, requiring candidates undergo a technical interview with the lead technical supervisor, lead maintenance supervisor, and other senior maintenance personnel. If the candidate makes it through that interview process they’ll fit in fine,” Meisel said. As new technology is introduced, the maintenance staff needs additional training. For instance, with the electrified bucket trucks, the mechanics had to receive highvoltage training. This is part of the company’s PowerPathway Program, designed to prepare mechanics to safely repair and maintain new electric and hybrid vehicles being introduced to the fleet.

➞

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ELECTRIFICATION

VIA OPENS DOOR TO EXTENDED-RANGE ELECTRIC TRUCKS The program uses a train-the-trainer approach. PG&E master mechanics trained instructors at several community colleges, who, in turn, trained approximately 225 PG&E fleet mechanics. The partnership with community college instructors has long-term benefits, taking their skill and new knowledge back to the communities PG&E serves. Instructors will be using the techniques they’ve learned from teaching the fleet mechanics and sharing them with their own students at local community colleges — transmitting stateof-the-art skills that could be used to begin careers in both fleet and consumer garages. Another benefit for drivers/operators and mechanics is that much of the new technology being converted to alternative energy sources works similarly to what they replaced and is familiar to PG&E fleet personnel. For instance, the electrified bucket trucks are operated exactly the same way as the diesel-powered versions — the power source is the only thing that changed. The big management question remains with lifecycling. “It’s something we’re looking at now,” Meisel admitted. “With our Volts, for example, we could turn them in after three years or keep them for six to seven years. With alt-fuel vehicles, they’re in such good shape after being used for a few years [it’s tempting just to hold on to them].” He particularly sees this with the fleet’s trucks. “It’s not uncommon for Class 1 and Class 2 CNG and electric trucks to have useful lives in excess of 150 percent of our normal units when used in our applications,” Meisel observed. Going hand-in-glove with lifecycling is another important issue for fleet managers who have introduced green technology to their fleets — resale value. And, for Meisel, this is something he expects to learn about very soon. “The part we don’t know yet is the residual value of the green technology; however, our vehicles are getting to an age when we expect to be putting them on the market,” Meisel said.

Measuring the Benefits of Alt-fuel While the bottom line can sometimes trump the green line, Meisel noted that PG&E doesn’t view green fleet technology one-dimensionally. “That’s why we’re al20

or truck fleets looking for a viable, cutting-edge alternative-fuel option, the VIA extended-range electric vehicle (e-REV) might be the answer. California’s PG&E is among the first major fleets that have committed to the start-up automaker’s e-REV. Like the Chevrolet Volt, the VIA e-REV can drive up to 40 miles on batteries and then switches automatically to a gasoline-powered engine for an additional 300 miles. The e-REV’s batteries can be charged using a standard 110 volt or 220 volt outlet, and can be refueled using conventional gasoline at any public station. As an added benefit, the e-REV work truck comes with an onboard generator that can be used in place of a tow-behind generator to power the worksite or provide emergency power. The e-REV powertrain includes a 402 hp electric motor, a 4.3L V-6 combustion engine, a 201 hp electric generator, and a 1,500-lb. payload capacity. The current pickup truck models are available in standard, extended cab, and crew cab models. In addition, VIA expects to offer SUVs and vans in the future.

The VIA e-REV uses the same range-extending technology as the Chevrolet Volt, giving fleets the environmental benefits of an electric vehicle, while removing the accompanying range anxiety by including a conventional gasoline engine.

ways looking at more technologies,” he said. Looking at the numbers is impressive from both a business and environmental perspective. For instance, the combined use of CNG in PG&E’s vehicle fleet, along with the fleets of its customers, avoided the use of more than 17.6 million gallons of gasoline in 2011. This translates into a reduction of 780 tons of NOx, 60 tons of particulate matter, and nearly 58,220 tons of CO2 on a well-towheel basis, according to PG&E’s website. And, that’s just for CNG. Electric-powered vehicles also promise impressive savings, according to Meisel. “When you look at gasoline, if you’re getting 15 mpg for a truck at $4 per gallon, that means it costs between 26 cents and 27 cents per mile to operate. The electric option for the same vehicle operates at 7 cents per mile per gallon equivalent (MPGe),” he said. Altogether, Meisel said, in a well-managed application where extended range electric vehicles replace standard internal combustion engines, PG&E has seen

as much as a 66-percent reduction in gasoline consumption. While the reality of PG&E’s business environment may necessitate continuing with a mixed alt-fuel fleet, Meisel believes he has found a technology that could fit a far greater number of situations. “We’ve been doing a lot of work on extended range electric — the same technology that’s used in the Volt — and believe that it has the potential to be the best of all worlds,” he said. In fact, PG&E is among the first customers of VIA Motors, which has developed an extended-range electric pickup truck (See sidebar: “VIA Opens Door to Extended Range Electric Trucks”). PG&E is working with VIA and other companies like EVI and ALTe to deliver extended-range electric vehicles into Class 6 category of vehicles. Whatever the future holds, what is certain is that PG&E’s fleet will continue to adapt to the ever-evolving alt-fuel landscape by keeping an eye on finding a technology that best meets the needs of its fleet and its customers.

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Boosts GHG-Reduction Efforts Ecolab has been able to significantly reduce greenhouse gas (GHG) emissions and improve fuel efficiency in its fleet operations since 2006.

colab Inc. has made great strides in “going green” over the past several years. Headquartered in St. Paul, Minn., the company provides cleaning, sanitizing, pest-elimination, food safety, and infectionprevention products and services in more than 160 countries around the globe. Despite an increase in total vehicles and miles traveled, Ecolab has managed to reduce greenhouse gas (GHG) emissions, improve average mpg, and lower fuel consumption in its 7,000-vehicle U.S. fleet over a five-year period.

Rick Sikes (L), chair of NAFA’s Fuels ls & Technology Advisory Council, il, presented a Sustainable Fleet et Award to Gayle Pratt, director of global fleet for Ecolab, at the 2012 12 NAFA Institute & Expo. o.

Ranked No. 28 on Automotive Fleet’s 2012 Top 300 Commercial Fleets listing, Ecolab’s fleet operations are headed up by Gayle Pratt, director of global fleet. Pratt is responsible for its 7,900-plus vehicles in the U.S. and Canada, and more than 17,700 units globally. Under her leadership, Ecolab’s U.S. fleet operations was recognized as a “Sustainable Fleet” in April at the 2012 NAFA Fleet Management Association Institute & Expo in St. Louis. The fleet’s drive to reduce GHG emissions aligns with Ecolab’s corporate goal to reduce U.S. GHG emissions per dollar of sales by 20 percent from the base year of 2006. From 2006 to 2011, Ecolab’s U.S. fleet achieved: ● A 22-percent reduction in GHG emissions, normalized to sales. ● An 18-percent improvement in average mpg per vehicle. ● A 12-percent absolute reduction in GHG emissions. ● An 8-percent reduction in fuel consumed (1.4 million gallons) while the number of vehicles grew 1 percent and

PHOTO: ECOLAB

Striving for Greener Operations

Headquartered in St. Paul, Minn., Ecolab operates 7,000 vehicles in the U.S.

PHOTO: THI DAO

total miles driven increased nearly 9 percent.t The company has incorporated sustainability principles into a revised fleet policy, changed vehicle models and measures, and managed the fleet sustainability program overall to meet both business and sustainability objectives. “Our sustainability action plan included rightsizing the fleet and redefining the optimal vehicle for business requirements,” Pratt said. “We revised our fleet policies to acquire more fuel-efficient vehicles, focusing on EPA-certified SmartWay vehicles. We moved from large to intermediate to small vehicles; and from eight- to six- to four-cylinder engines whenever possible.”

Pratt P tt lled d a fleett group that th t established t bli h d a project charter and assembled a team of key individuals from 13 operational divisions, environmental health and safety, the fleet leasing supplier, and corporate communications. In addition, fleet drivers participate in surveys, eco-driver awareness and safety training, and provide continuous feedback via a fleet Web portal. The fleet also implemented forecasting tools to determine how to optimize fleet operations to achieve both business goals and the company’s overall sustainability goals. Ecolab has been on AF’s Top 50 Green Fleets listing since 2008, ranking in at No. 25 this year. JULY / AUGUST 2012 ■ GREEN FLEET

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PHOTO: ©ISTOCKPHOTO.COM/DIANE555

Although everyone seems to be “going green,” it’s not always easy to find a home for electric vehicles. Here are some ideas for utilizing these alternative-fuel models in fleet.

With a little creativity, fleets of all types can find ways to incorporate electric vehicles into their operations.

t’s the hottest thing since front-wheeldrive. “Going green” has fleet managers in all corners of the industry scrambling to figure out how to reduce companies’ carbon footprint and fossil fuel use, while, at the same time, making certain that the fleet mission is accomplished. Resistance, par-

AT A GLANCE While electric vehicles are not a total fleet solution, they do offer several benefits: ● Reduced downtime due to less required preventive maintenance. ● Less money spent on gasoline. ● Compact size for easier maneuverability through narrow city streets and tight parking spaces. 22

ticularly from drivers, makes going green a challenge, but shareholders and CEOs often have made environmental initiatives a company-wide priority that must meet pre-determined benchmarks. One solution to the green challenge lies in electric vehicles (EVs), but many fleet managers have difficulty envisioning an application for these units. However, with a little creativity, fleets of all types can find ways to incorporate EVs.

All About the Mission Ground zero for all fleets is finding vehicles that can accomplish the mission safely and efficiently. It’s not unlike staffing. Human Resources are given a position to fill, the job has certain educational and experience requirements, and candidates

are judged on how well their backgrounds meet those requirements. The company wouldn’t likely fill a position in accounting with an engineer, or a plant manager opening with a salesperson. The process is the same for fleets. Vehicles have a mission and a job to do, and the fleet manager reviews the “resume” of each vehicle and determines the best fit. As EVs have been introduced into the marketplace, finding applications for their use in fleets has been, to say the least, a challenge. Occasionally, it is a matter of a fleet manager dismissing EVs as not fitting any of his or her existing fleet applications, e.g. sales, service, or marketing. Existing fleet usage is generally not a good application for electric vehicles, for any number of reasons: Range. Most electrics have limited range when compared to internal combustion engine (ICE) vehicles — less than 100 miles, give or take. For fleet vehicles that accumulate 20,000 miles per year or more, this can certainly be a drawback. Lack of infrastructure. Drivers have confidence that wherever they are, if they need gasoline, they can find it quickly. They don’t have that same confidence with EVs; charging stations are only now being installed for public use. Some areas have many, some none at all. Size. Electric vehicles are necessarily small — compact or subcompact — with limited cargo and passenger space.

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When fleet managers are trying to match EVs with their overall fleet mission, such reasoning makes perfect sense. There are (or can be), however, applications for business use that more creative-minded fleet managers will consider.

Addressing Objections Electric vehicles aren’t a broad-based solution; however, the first step in finding applications for them is to address, rationally, the issues that, at first glance, seem to preclude business use. The most common challenge made to using EVs is range. A tank of gasoline in an ICE vehicle will generally get 300 miles or more, versus an electric vehicle’s 75- to 100-mile range on a single full-charge. For a sales or service person driving 2,0003,000 miles each month, the former is an easy choice. But, not all sales staff drive the interstates, cruising 50 miles to the next sales call. Some fight the stop-and-go traffic of downtown, and may only drive 20-30 miles each day. Some are assigned narrowly delineated territories; still others are pool vehicles, assigned and returned daily. For them, an electric vehicle may be an option. Lack of infrastructure, no matter how limited the daily mileage, is a legitimate concern. When vehicles are assigned to drivers (and are taken home at the end of the workday), even if the daily mileage is low, an EV will need to be charged at some point during a week’s use. There are two primary

charging processes for electrics, called Level 1 (110V) and Level 2 (220V). There is a third option, Level 3 (DC charging); however, its availability is currently very limited. Most electric vehicles come with a Level 1 charger, which can be plugged into any domestic 110V outlet. Although fully recharging a dead battery would take approximately 22 hours, charging overnight, say from the end of a work day to the following morning, should be more than sufficient to provide enough miles for the next day. It is not likely a driver will completely deplete an electric car battery — any more than that same driver would drive an ICE car’s gas tank dry. For applications where a vehicle is centrally garaged, a Level 2 charger can be installed for a relatively low cost, and vehicles can always be fully charged each day. The cargo and passenger space issue is a simple one to address. Just like selecting vehicles for any application, if space — either cargo or passenger — is an important criterion for selection, some electric models won’t be a solution. Today’s available EVs do have space for four passengers and either trunk or hatchback space for some amount of cargo. Choosing electric vehicles can be limited to applications for which a compact or subcompact car is acceptable.

Applications That Work Where does this leave fleet managers who

need or wish to go green, but are having difficulty finding fleet applications to use electric vehicles? Fortunately, with a little analysis, there are more applications for EVs than one would think at first glance. In the commercial fleet sector, corporate fleets can use electrics in a number of applications. Security. Many companies have either a corporate campus or other facility (plant, distribution/warehouse, etc.) for which they have full-time security patrols. Private security has been described as a “24hour left turn at 15 miles per hour” — an oversimplification to be sure, but not entirely inaccurate. Security responsibilities are primarily observation and reporting, checking parking and visitor passes, and securing facilities (door locks, access). Electric vehicles are an excellent solution to this need; mileage is limited, vehicles are centrally garaged (for charging), and space is usually not a major requirement. Pool use. Pool vehicles are not uncommon fleet applications. A large corporate campus (e.g., one with multiple buildings) often has pool vehicles available for staff who need to attend meetings at a building on the far side of the facility. Employees who must travel locally (attend off-site meetings, light local delivery, even picking up guests at the airport) are often provided use of pool vehicles. Branch and regional offices, too, use pool vehicles for such purposes. An electric vehicle provides an exJULY / AUGUST 2012 ■ GREEN FLEET

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cellent solution for this type of application. Local fleet use. Not all business applications for EVs are “specialty.” Even within the general fleet inventory, there can be those that entail only local or low-mileage driving. Insurance adjusters, for example, often drive only locally, writing estimates of automotive or other property damage, taking photos, etc. They usually work alone (no need for extensive passenger space), and don’t carry a great deal of equipment (only a camera, paperwork, and laptop), so there’s no need for a great deal of cargo space. A local branch office of an insurance company, for example, can use electric sedans to great advantage. Even if vehicles are assigned and taken home, the limited usage will ensure that charging and range won’t be a problem. Local delivery, such as for a print shop, office services, or supply company is another fleet application for which EVs can be a solution. Many fleets have such low-mileage, spacelimited applications, even within regular fleet operations.

Are There Benefits?

PHOTO: ©ISTOCKPHOTO.COM/HOTROD7

Beyond just showing the world that the company is addressing environmental concerns, and the nation’s dependence on foreign oil, from a practical standpoint, there are advantages to finding applications for

Many electric vehicles are often small enough to help inner city drivers navigate more easily through narrow city streets and fit into cramped city parking. 24

PHOTO: ©ISTOCKPHOTO.COM/BEANS-

ELECTRIC VEHICLES

Although lack of electric vehicle charging infrastructure is a legitimate concern, the number of charging locations for public use continues to grow.

electric vehicles. When the right applications are found for electrics, downtime for service is nearly eliminated. Regular preventive maintenance on ICE vehicles includes oil and oil filter changes, other filter checks and replacements (air filter, gas filter, transmission/transaxle filters), other fluids (transmission fluid); maintenance and repair issues also include emissions, various hoses, belts, and gaskets, and other items involved in internal combustion, cooling, and lubrication. Fully electric vehicles have no engine fluids (no engine), no engine oil (nor filter), and no air filter — none of the usual items used for conventional gasolinepowered fleet vehicles. Beyond brakes and tires, the only regularly scheduled preventive maintenance generally consists of an annual battery pack check. Although range is limited, comparing the respective costs of EVs vs. ICE vehicles reveals how much less expensive electric vehicles can be. A gasoline-powered car with a 20-gallon tank achieving 20 miles per gallon will have a range of 400 miles; with $3.50 per gallon fuel cost, for a total cost of $70. In comparison, assuming a range of 75 miles, 16 kilowatt hours to fully charge an empty battery, and the national average of 12 cents per kilowatt hour of electricity (as of press time), 75 miles will cost $1.92. The ICE range of 400 miles is 5.3 times the 75-mile electric range; thus, power cost for 400 miles of driving in the electric will be $10.18. That’s just short of one-seventh of a fraction of the cost of a

gasoline-powered car — dramatic savings by any measure. In addition to cost advantages, some electric vehicles are small enough to help inner city drivers navigate narrow city streets and fit into precious city parking. While there are certainly small ICE cars, there aren’t any that can drive the 20 or 30 miles an inner city fleet vehicle drives for pennies.

Limited Applications, Substantial Benefits Electric vehicle manufacturers must be careful not to try to market the product as an overall fleet solution; they aren’t — yet. The challenges of range, infrastructure, and size are real. By the same token, however, fleet managers must not view their existing fleet, and deny electric vehicles a place. The fact that a sales rep drives 25,000 miles each year is not a reason to reject EVs outright. As we’ve seen, it may take a little bit of outside-the-box thinking to find a home for EVs. Corporate or branch/regional pool use, security, low-mileage fleet use, all are legitimate business use, and all can be accomplished without great sacrifice by electric vehicles. Not yet mentioned, but definitely a consideration, is what the public, company shareholders, and many employees desire: to see the company take measures to reduce its carbon footprint, help reduce the nation’s dependence on oil imports, and protect the environment. Going green, however, is not an easy task. Fleet managers are limited by the mission of the fleet when considering green options. Electric vehicles will continue to evolve, with increasing range, more extensive infrastructure, and thus provide more and more solutions to fleet managers. Going green will, as time goes on, develop a number of solutions. But, electric vehicles will always be part of that effort. Why? Because every building (offices, homes, manufacturing plants, retail locations, and public structures) uses, and will continue to use, electricity. Today, although they are somewhat limited to local and low-mileage applications, creative fleet managers can find applications for EVs.

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Breathe Free and Drive Granite State Clean Cities Coalition is deploying natural gas vehicles and biodiesel in New Hampshire. By Julie Sutor, National Renewable Energy Laboratory

reedom isn’t taken lightly in New Hampshire, a state where nearly every license plate enjoins residents to “Live Live Free or Die.” Granite State Clean Citiess Coalition (GSCCC) is harnessingg that fiercely independent spirit in n the transportation arena, steeringg fleets toward reliable, cleaner, do-mestic sources of energy such ass biodiesel and natural gas. The coalition, administered byy the New Hampshire Department nt of Environmental Services under er the direction of Coordinator Doolores Rebolledo, saved more than n 1.3 million gallons of petroleum fuuels in 2010 through the work of about 100 stakeholders throughout the state. Among the stakeholders are municipalities and state agencies that are rightsizing fleets, reducing vehicle miles traveled, and switching from gasoline and diesel to compressed natural gas (CNG). With help from American Recovery and Reinvestment Act (ARRA) funds through the State Energy Program, the New Hampshire state government recently upgraded its CNG fueling station, and several agencies and the City of Concord added 10 lightduty CNG vehicles to their fleets. “The City of Concord is absolutely thrilled that it’s contributing to air quali- REBOLLEDO

With the help of ARRA funding, New Hampshire refurbished one of its public CNG fueling stations (top). The New Hampshire Department of Environmental Services uses a CNG Ford Transit Connect (middle) for air quality monitoring. The City of Nashua has 27 CNG vehicles in its municipal fleet (left).

ty and reducing fuel costs,” Rebolledo said. The City of Nashua, N.H., a GSCCC stakeholder, is unrelentingly devoted to CNG, according to Rebolledo. With the help of funding from the Diesel Emissions Reduction Act (DERA) and Congestion Mitigation and Air Quality (CMAQ) programs, Nashua boasts 27 natural gas vehicles, including refuse and transit vehicles, and now provides publicly accessible CNG fueling at its Route 3 station — a first for the Granite State. The public station extends an existing CNG corridor along Interstate 93 from Massachusetts into New Hampshire. The popularity of biodiesel in the state is also widespread, with Cranmore Mountain Ski Resort and the City of Keene, N.H., paving the way for fleet managers nationwide to use biodiesel in colder climates.

GSCCC helps deploy other alternative fuels and vehicle technologies as well, showcasing them at its “Green Your Fleet!” event. More than 100 public- and privatesector fleet managers attend the event, which covers topics such as electric vehicles, biodiesel, idle reduction, and fleetmanagement software. “I love spreading the word about the coalition, and this event is always a whopping success,” Rebolledo said. G Involved With Clean Cities Get Through the work of nearly 100 local coalitions, Clean Cities adv vances the nation’s economic, environmental and energy security by reducing petroleum use in transportation. Clean Cities is an initiative of the U.S. Department of Energy. Find out more at www.cleancities.energy.gov. For more information about GSCCC, visit www.granitestatecleancities.nh.gov. JULY / AUGUST 2012 ■ GREEN FLEET

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Bringing

Together to Achieve

Deli Express collaborated with several fleet suppliers to achieve positive sustainable changes through the use of traditional fuels and a new, fuel-efficient truck design.

sing alternative fuels isn’t the only option for fleets seeking to go green. Minnesota-based Deli Express/E.A. Sween Company, a national food purveyor, chose to go a different route to achieve its goals of reduced fuel consumption and a smaller carbon footprint: improving on traditional fuel performance. With the help of key suppliers, the company was able to develop a fuel-efficient, lightweight, and cost-effective truck without sacrificing customer satisfaction.

PHOTO: MIKE ANTICH

Deli Express boasts several Isuzu NPR ECO-MAX trucks in its fleet, with more on the way. The results of utilizing these new vehicles have exceeded the company’s highest expectations, according to Gregg Hodgdon, CAFM, director of fleet operations for Deli Express. “These vehicles are demonstrating nearly 50-percent better fuel economy than the rest of our fleet and are emitting about 700 lbs. less carbon dioxide every month,”

AT A GLANCE Deli Express worked with several key suppliers to design a fuel-efficient, lightweight, and cost-effective truck: ● Diesel chassis: Isuzu Commercial Truck of America. ● Lightweight shell: Johnson Refrigerated Truck Bodies. ● Refrigeration unit: Thermo King. ● Truck expertise and analytical tools: ARI – Automotive Resources International. 26

PHOTO: MIKE ANTICH

Tradition with a Twist

Gregg Hodgdon, G Hodgdon CAFM, CAFM director of fl fleet eet operations a at Deli Express, is shown above left with Scott Bates, ttruck product manager for Thermo King, in front of the fleet’s new, fuel-efficient truck. Thermo King’s V-520 RT Spectrum direct drive unit (photo left) completed the S ttruck design.

H d d said. Hodgdon d Over O a 12-month period, the NPR ECO-MAX trucks will emit 4.2tons less carbon dioxide. Hodgdon has led E.A. Sween’s Deli Express fleet for the past 11 years, first as the fleet manager, and now as director of fleet operations. In this role, he oversees nationwide fleet operations for Deli Express’ private business distribution, as well as the consolidated 7-Eleven business. “These results are proof that it is possible to improve a fleet’s carbon footprint through weight reduction and efficient technologies while still utilizing a traditional fuel source,” Hodgdon said. An additional benefit: Deli Express drivers prefer the new trucks to their predeces-

sors. “Our drivers love the NPR ECO-MAX,” Hodgdon said. “It’s closer to the ground, so they don’t have to stretch to get in and out. We love the design of the whole truck.”

Searching for a Solution Hodgdon and Deli Express began their quest for a greener, more fuel-efficient truck that would not sacrifice performance, durability, or ergonomics more than two years ago. With the assistance of the company’s fleet management partner, ARI - Automotive Resources International, Hodgdon explored a variety of alternative technologies to determine which fuel type could work best for Deli Express. “We realized that it was indeed possi-

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Suppliers

e Sustainability Goals

Finding the Right Fit To provide an efficient refrigeration unit to complete the new truck, Deli Express selected Thermo King’s new V-520 RT Spectrum direct drive unit. The Spectrum is suited to handle the company’s requirements for both the fresh and frozen compartments of the truck. A heating system enables productivity gains by allowing specialized thawing applications to occur on the truck, rather than in a warehouse. The refrigeration system is capable of maintaining the required temperatures throughout the geo-

graphic reach of Deli Express, which includes both hot and cold climates. The Spectrum uses electric standby to reduce fuel consumption and corresponding emissions. The unit also uses a low amount of refrigerant, which reduces its impact on the environment.

Delivering the Desired Concept Deli Express operates a fleet of 235 trucks, 110 cars, and 80 cold storage trailers, along with 100 trucks for 7-Eleven, its largest customer. Route trucks provide direct store delivery in 26 states. The time span from concept to delivery of the first specially equipped Isuzu trucks was 18 months, with a steady stream of vehicles being delivered down the supply pipeline and being integrated into the Deli Express fleet. Working with clients and equipment suppliers to develop customized solutions to issues of efficiency, sustainability, performance, and dependability is nothing new for Isuzu, according to Shaun Skinner, executive vice president and general manager of Isuzu Commercial Truck of America. “We strive to provide all of our customers with the exact trucks they require, whether they are trying to achieve low cost of operation, minimal downtime, exceptional hauling capability, power, fuel economy, or environmental friendliness — or all of the above,” Skinner said.

Helping Others Achieve Sustainability Hodgdon was recently honored for his innovation to develop an efficient and lightweight diesel truck that provides significant fuel economy savings and emissions reduction. Deli Express was recognized as one of four Sustainable Fleet Award winners at the

PHOTO: KIEFFER PHOTOGRAPHY

ble to make a positive, sustainable change with traditional fuels,” according to Hodgdon. “But, it would require an innovative truck design that could significantly improve fuel economy without compromising the power, reliability, and convenience that Deli Express drivers demand.” Introduced for 2011, the 12,000-lb. GVWR NPR ECO-MAX features Isuzu’s 4JJ1-TC 3.0L four-cylinder turbo diesel engine that generates 150 hp and 282 lb.ft. of torque, more than enough, Hodgdon noted, “to move the driver, the daily cargo load, and the lightweight body without breaking a sweat.” Like all current Isuzu trucks, the NPR ECO-MAX boasts a B-10 engine life rating of 310,000 miles, meaning that 90 percent of 4JJ1-TC engines will reach that mileage before requiring an overhaul. As with the entire Isuzu truck lineup, the NPR ECO-MAX meets EPA 2010 and California Air Resources Board (CARB) HD-OBD emissions standards and is cleanidle certified in all 50 states. Isuzu mediumduty trucks also offer selective catalytic reduction (SCR) technology with diesel exhaust fluid (DEF) injection to reduce NOx emissions by 85 percent.

(L R) NAFA officials (L-R) officials Joe LaRosa and Rick Sikes presented a Sustainable Fleet Award to Gregg Hodgdon, CAFM, director of fleet operations at Deli Express, for his innovation to develop an efficient and lightweight diesel truck that cuts costs and emissions.

2012 NAFA Fleet Management Association Institute & Expo in St. Louis in April. For other fleets looking to achieve similar environmental goals, there’s no need to “reinvent the wheel.” Hodgdon and his team of suppliers will be presenting their results during a session at the 2012 Green Fleet Conference in Schaumburg, Ill., scheduled for Oct. 2-3, 2012. Hodgdon will be joined by Scott Bates, truck product manager for Thermo King; Edward Crawford, executive director of strategic marketing for Isuzu Commercial Truck of America; Jonathan Schultz, product manager for Johnson Refrigerated Truck Bodies; and Craig Neuber, director of strategic consulting for ARI. The session is designed to help educate fleet managers on how they can maximize their supplier resources to help further their sustainability goals. For more information, go to www.greenfleetconference.com. JULY / AUGUST 2012 ■ GREEN FLEET

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Real-World Fleets Put Natural Gas Vehicles to the Test A cost-effective alternative to conventionally powered vehicles, natural gas is utilized in several different fleet segments and is producing strong results. By Sean Lyden AT A GLANCE Several fleets currently utilizing natural gas vehicles (NGVs) have found: ● Quieter operation and positive driver feedback. ● Reduced maintenance issues. ● Quick-to-market solutions to reduce overall fuel costs.

atural gas vehicles (NGVs) offer numerous advantages for companies looking to “green” their fleet. The price of compressed natural gas (CNG) is at historic lows compared to diesel and gasoline. Natural gas also burns cleaner, contributing to lower emissions and maintenance costs and is a homegrown fuel, supporting government initiatives that promote U.S. energy independence. But, with a limited number of fueling stations available and an incremen-

tal cost of $10,000 to $20,000 or higher (depending on vehicle type and size) to convert vehicles to operate on natural gas, can it become a viable alternative for widespread fleet use? Green Fleet magazine spoke with representatives at AT&T, Giant Eagle, and Waste Management — all of which have made substantial investments in vehicular natural gas technology — to get their first-hand perspective on NGVs. The following details their programs and results.

AT&T ■ Sector: Telecommunications ■ Types of NGVs: Service vans, light aerial bucket trucks, Ford

PHOTO: AT&T

F-250s, and passenger sedans. In March 2009, AT&T announced plans to invest up to $565 million as part of a long-term strategy to deploy approximately 15,000 alternative-fuel vehicles through 2018, including replacing up to 8,000 vehicles with compressed natural gas models — one of the largest U.S. corporate commitments to CNG vehicles to date. As of January 2012, AT&T had added more than 5,000 CNG vehicles. According to a 2009 Center for Automotive Research report, AT&T’s planned alternative-fuel vehicle initiative would save 49 million gallons of gasoline over the 10-year deployment period and reduce harmful emissions by 211,000 metric tons — the greenhouse gas equivalent of removing 38,600 passenger vehicles from the road for one year. ■ Why natural gas? “We chose CNG technology and feel it is important to AT&T because it’s a cost-effective way to help us reduce our fleet-based carbon emissions,” said Katie Dugan, associate director, Global Fleet Operations, AT&T. “It’s also readily available in our country right now. This is an investment in the future of our company, one that will allow us to operate more efficiently for years to come. Having a fleet our size means DUGAN 28

AT&T chose CNG technology because it’s a cost-effective way to help the company reduce its fleet-based carbon emissions, and because it’s currently readily available in the U.S.

that any change can make a significant, positive difference, and, as a result, we hope to help spark greater market demand for alternative-fuel technologies.” ■ Results: “We expect to avoid the purchase of 2.5 million gallons of unleaded gasoline in 2012 and each additional year our fleet of CNG vehicles are in use,” Dugan said. ■ Challenges: “In any region, the availability of public infrastructure is the greatest challenge to deploying CNG vehicles,” Dugan noted. ■ Future NGV plans: “We expect to continue progress toward our goal of replacing up to 8,000 vehicles with CNG models [by 2018],” Dugan said.

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Giant Eagle Inc./ Talon Logistics ■ Sector: Food & beverage delivery

Giant Eagle Inc. is one of the nation’s largest food retailers and distributors, with approximately $9.3 billion in annual sales. The company operates 229 supermarkets and 172 fuel and convenience stores throughout the northeast. Since July 2011, Giant Eagle has deployed 10 natural gaspowered Volvo VMN Class 8 trucks and is awaiting delivery of 10 more similarly equipped trucks. The company estimates that the 10 CNG trucks will displace more than 100,000 gallons of diesel fuel during the first year of operation. The company has also built a CNG-fueling station at its Pittsburgh retail support center and another at the same location outside the fence for local public access. ■ Why natural gas? “As the domestic supply of natural gas increased and the transportation industry found new ways to transport the fuel, we explored CNG,” explained Bill Parry, vice president of logistics, Giant Eagle, Inc. “Today, there is much more resolve from the public and private sectors to make this work, including the manufacture of new NGV tractors designed to accommodate this region’s hilly terrain. There are also significant cost savings as these trucks operate at about one-third the fuel cost of diesel counterparts.” ■ Results: “Our NGVs and equipment are extremely reliable, with those vehicles completely incorporated into our fleet without exception or restriction,” Parry said. “Driver acceptance has been phe-

PHOTO: GIANT EAGLE

■ Types of NGVs: Class 8 trucks and sedans.

Giant Eagle Inc Inc. deployed 10 natural gas-powered Volvo VMN Class 8 trucks, and estimates that the 10 vehicles will displace more than 100,000 gallons of diesel fuel during the first year of operation.

nomenal. Our natural gas trucks run quieter and the conversion created a sense of patriotism as our team members feel like they are doing the right thing using domestic fuel.” ■ Challenges: “Mpg per unit is slightly below what we were averaging with diesel trucks. The current 8.9L engine is smaller than our typical engine and we had to change the gear ratio to maximize performance,” Parry said. To overcome this challenge, Giant Eagle is going to beta test an 11.9L engine. ■ Future NGV plans: “Our plan is to convert all of our heavyduty vehicles to natural gas,” Parry said. “In the past year, we have received a number of environmental awards related to our conversion to natural gas.”

Waste Management ■ Sector: Refuse

Waste Management Inc., headquartered in Houston, was recently recognized by the Clean Vehicle Education Foundation for achieving the milestone of deploying its 1,000th natural gaspowered truck and the company’s advancement of NGVs and fueling technologies. Many of Waste Management’s natural gaspowered trucks, including one-third now in service in California, run on “trash gas,” a biogas derived from the decomposition of landfill organic waste that’s converted to liquefied natural gas (LNG), and then transported to its truck depots. Nationwide, Waste Management operates more than 1,400 NGVs and said the vehicles will represent approximately 80 percent of the company’s new truck purchases for 2012 and over the next five years. The company estimates that for every diesel truck it replaces with natural gas, it decreases fuel use by an average of 8,000 gallons per year and reduces GHGs by 22 metric tons, per year, per truck. ■ Why natural gas? “This isn’t something we just ‘got into.’ We’ve been pioneering NGV use from the early ’90s,” said Wes Muir, director of communications, Waste Management. “We see natural gas as a very quick-to-market solution to reduce our costs, carbon footprint, and maintenance costs. Natural gas is priced at historic lows, and, even if the rates MUIR go up, it is still very favorable compared to diesel.”

PHOTO: WASTE MANAGEMENT

■ Types of NGVs: Class 8 collection and service trucks.

Many of Waste Management’s natural gas-powered trucks, including one-third in California, run on “trash gas,” a biogas derived from the decomposition of organic waste converted to LNG. ■ Results: “One thing our customers really like is that NGV trucks

are far quieter than their diesel predecessors,” Muir said. “There is also cost avoidance with maintenance issues because the fuel burns so much cleaner, causing less ash build-up than diesel” ■ Challenges: “Except for the challenges that come with high internal demand for natural gas, we haven’t really come across any real issues operating NGVs,” Muir said. ■ Future NGV plans: “We’re constantly looking for new ways to optimize our operations, including expanding natural gas use,” Muir said. “Right now, we own 28 fueling stations. We plan to have 50 by end of 2012.” JULY / AUGUST 2012 ■ GREEN FLEET

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DRIVING FLEET Green Fleet

Conference & Expo October 2-3, 2012

Renaissance Schaumburg Convention Center Hotel Schaumburg, IL

EVENT PREVIEW

Join the largest, most influential group of fleet management professionals in the nation for education, networking and exhibits dedicated to improving fleet efficiency and sustainability. Natural Gas I Electric Vehicle I Propane Clean Diesel I BioDiesel I E-85 I CNG Ethanol I Plug-in Hybrid Brought to you by the publishers of

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EFFICIENCIES

Green Fleet Conference & Expo provides a thorough investigation of today’s most critical alternative energy challenges. Connect with key decision makers and get the resources you need to develop viable solutions to your most pressing challenges, including: • Optimizing fleet efficiencies • Saving money without sacrificing critical goals • Leveraging technology to achieve maximum results

TOP 40 “

GREEN GOVERNMENT FLEETS AWARDS CEREMONY Wednesday, October 3 4:45pm - 5:00pm

Keynote Speaker Sponsored by

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Co-Located with

Being able to discuss projects and issues with other industry professionals helps keep me grounded and lets me know whether I’m on track or whether I need to adjust. I have to say the networking makes the conference worthwhile in and of itself. Good presentations on programs and technologies are the added value.

”

— Dave Head, Fleet Manager County of Sonoma, Fleet Operations Division Santa Rosa, CA

STATE YOUR CASE FOR ATTENDING!

Download our customizable justification letter today! www.GreenFleetConference.com

You are invited to attend the NGVAmerica 2012 NGV Conference & Summit, co-located with the Green Fleet Conference & Expo, for three days of education, networking and thought-provoking discussion addressing today’s key challenges facing industry stakeholders, clean-air/clean-transportation policymakers, and progressive fleet managers.

Visit www.GreenFleetConference.com or Call (800) 576-8788 GFLEET_30-33.indd 31

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Green Fleet Conference & Expo October 2-3, 2012

Renaissance Schaumburg Convention Center Hotel Schaumburg, IL

EXPERIENCE TOMORROW at the RIDE &

DRIVE Tuesday, October 2 • 9:00am - 11:00am The best Ride & Drive in the industry just got even better! • More green vehicles than ever before - cars, trucks, motorcycles, ride-ons, two- and four- wheelers. • See the latest vehicle technology first-hand. • Enjoy prize giveaways, music & entertainment. Take a ride with us and see how far you can get without any gas.

Major automotive manufacturers like these and others will offer you a ride: Audi of America Coda Automotive Ford Motor Company General Motors

Honda IMPCO Automotive Mercedes-Benz ROUSH

NatGasCar NGVAmerica THINK North America Toyota Motor Sales

“I liked the national Clean Cities participation, and the fleets you had there were very interesting. I was able to (finally) drive a diesel Audi A3 and now plan to BUY ONE! I was not able to find one to drive anywhere and the local dealer stated they would not have one until December. — Rhea Courtney Bozic Principal, Clean Fuels Consulting Bay Shore, NY

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Green Fleet Conference & Expo Only

NGVAmerica Summit Only

On or before 9/7/12

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REGISTRATION FEES

On or before 9/7/12

9/8/12 ONSITE

Fleet Full Conference Pass*

$495

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$495

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$695

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$795

$895

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REGISTRATION FEES

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(Includes access to the opening keynote, exhibit hall and Ride & Drive event only.)

NEW!

Both! Green Fleet Conference & Expo and NGVAmerica Summit On or before 9/7/12

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Fleet Full Conference Pass (NGVA Members & Non-Members)*

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Supplier Pass (NGVA Non-Members)**

$1,295 $1,395

**Fleet Full Conference Pass/***Fleet Exhibit Hall Only Pass: Private and public fleets, public policy-makers and fleet industry associations. **Supplier Pass: Equipment, product and service suppliers, consultants and investors.

FREE Exhibit Hall Ha Only Pass. Get acce access to the exhibit hall with twice the square footage from last year, hitch a ride from some of todayâ&#x20AC;&#x2122;s biggest vehicle manufacturers at our revamped Ride & Drive Event, and sit in for the compelling opening keynote presentation, all for FREE with your Exhibit Hall Only Pass!

HEADQUARTERS HOTEL:

Renaissance Schaumburg Convention Center Hotel Conveniently located in the Chicago Metropolitan Area. Room Rate: $190 per night while rooms are available. Room rate negotiated at prevailing government per diem rates. Cut-Off Date: September 14, 2012 Visit www.GreenFleetConference.com for details.

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VEHICLESHO GREEN

ELECTRIC

PHOTO: TOYOTA

Four vehicles covering electric, diesel, and compressed natural gas (CNG) fuel options can help fleets save on operating costs, improve residual value, and increase engine lifecycle. E

2012 TOYOTA PRIUS PLUG-IN

The 2012 Toyota Prius Plug-in seats five and is expected to achieve an EPA-estimated 95 MPGe in combined driving.

using a standard AC outlet and 15-amp dedicated circuit. Operating in EV mode, the Prius Plug-in Hybrid provides the quick, smooth, quiet driving of a pure

electric vehicle. The Prius Plug-in Hybrid also offers the same luggage space as the standard Prius model. PHOTO: AUDI

Joining the third-generation Prius Liftback and the new Prius v, the new Prius Plug-in combines the benefits of the standard Prius model’s hybrid vehicle operation with extended electric vehicle (EV) driving and more affordable pricing than pure electric or range-extender type vehicles, according to Toyota. The 2012 Prius Plug-in Hybrid, which offers seating for five, is expected to achieve an EPA-estimated 95 MPGe in combined driving and 49 mpg in hybrid mode. The 2012 Toyota Prius Plug-in Hybrid will allow true EV operation and performance for up to 11 miles at speeds up to 62 mph, along with quick home charging

DIESEL D

AUDI Q7 TDI

The 2012 Audi Q7 TDI is a seven-passenger SUV, powered by a fuel-efficient V-6 turbocharged direct injection TDI clean diesel engine. Towing capacity is up to 5,500 lbs. (6,600 lbs. with available tow hitch package) and the SUV achieves 225 hp at 3,750 rpm and 406 lb.-ft. of torque at 1,750 rpm. New for 2012 are the S Line versions of the 3.0 TFSI and TDI models. Standard 34

The seven-passenger clean-diesel SUV features a V-6 turbocharged direct injection TDI clean diesel engine and the new S Line version.

features include new 19-inch five-armstructure-design wheels. A primary highlight for 2012 is the addition of Audi CONNECT to the Q7 Audi

MMI Navigation plus system enabling Google Earth and Google Local Search, as well as a rolling Wi-Fi hotspot for up to eight passenger devices.

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CNG

PHOTO: GM

ESHOWCASE CNG

CNG

2013 GMC SIERRA AND CHEVROLET SILVERADO BI-FUEL PICKUPS

The 2013 Chevrolet Silverado (pictured above) and GMC Sierra 2500 HD extended cab pickup trucks are bi-fuel vehicles that can run on CNG and gasoline.

fuel trucks are built with a gaseous fuelready engine, the fuel system is installed by GM’s tier-one supplier, and the completed vehicle is delivered directly to the customer. The process makes ordering the bi-fuel option as seamless and efficient as ordering a standard vehicle.

The bi-fuel commercial trucks will be covered by GM’s three-year, 36,000-mile new-vehicle limited warranty and fiveyear, 100,000-mile limited powertrain warranty and vehicle emissions warranty, and will meet all EPA and CARB emission certification requirements.

PHOTO: FORD

Beginning in April, Chevrolet and GMC began taking fleet orders for the bi-fuel 2013 Chevrolet Silverado and GMC Sierra 2500 HD extended cab pickup trucks. The bi-fuel pickups have a Vortec 6.0L V-8 engine that seamlessly transitions between compressed natural gas (CNG) and gasoline fuel systems. Combined, the trucks offer a range of more than 650 miles. The bi-fuel system provides drivers fueling flexibility and helps eliminate range anxiety, making the bi-fuel pickup truck a realistic option for a wide range of businesses. The Silverado and Sierra will be available in standard and long box, with either two- or four-wheel drive. The bi-

CNG

FORD F-650 GASOLINE WITH CNG CONVERSION The entire Ford F-Series Super Duty pickup truck and chassis cab lineup is available with conventional, diesel, biodiesel B-20, and CNG/LPG-dedicated or bi-fuel capability, and the 6.2L V-8 can also be operated on E-85. Ford F-650 gasoline-powered medium-duty trucks can be optioned for CNG/LPG operation. Certified clean-burning CNG/LPG alternative fuel gaseous engine prep packages are available across Ford’s truck lineup, helping lower commercial customer operating costs along with emissions, according to the automaker. All 2012 Ford F-650 and F-750 mod-

The 2012 F-650 can be optioned for biodiesel or CNG/LPG operation, and available SYNC technology can help keep drivers better connected.

els will have available SYNC technology to help keep drivers better connected

without them having to divert their eyes from the road. JULY / AUGUST 2012 ■ GREEN FLEET

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GREEN TALK

15 Ways to Reduce Fleet Emissions MIKE ANTICH

missions result from burning fuel. If you burn less fuel, you reduce emissions. Here are 15 ways to do so: 1. Ensure Tires are Inflated to the Correct Pressure. One underinflated tire can cut fuel economy by 2 percent per pound of pressure below the proper inflation level. A quarter of fleet vehicles operate with one or more underinflated tires. If a tire is underinflated by 4 to 5 psi below the manufacturer’s recommended tire pressure, fuel consumption increases by 10 percent. Check the doorpost sticker for the correct cold tire pressure. 2. Get a Fleet Fuel Card. A fuel management program helps avoid unauthorized purchases by allowing you to control exactly what drivers purchase. Use exception reports to identify drivers who purchase more gallons of fuel than the capacity of their fuel tank at a single refueling. This may indicate that a driver is fueling another vehicle or storing fuel in gasoline canisters for personal use. Also, monitor multiple refueling during the weekend and too frequent refueling that doesn’t correspond to a vehicle’s mpg. 3. Clean Out the Trunk & Eliminate Unnecessary Weight. Every 200 lbs. of excess weight reduces fuel efficiency by one mile per gallon. Most drivers accumulate material in their trunks, much of it unnecessary. Instruct drivers to remove all unnecessary items from the trunk, such as unneeded tools or materials. 4. Avoid Long Idling. The worst mileage a vehicle can get is 0 miles per gallon, which occurs when it idles for long periods of time. 5. Don’t Buy Premium Fuel. There is no benefit to using premium gasoline in a vehicle calibrated for regular. Octane has nothing to do with gasoline performance, and is merely its volatility factor in the combustion chamber. Unless the owner’s manual of your vehicle specifically requires it, don’t use premium fuel. Most 36

fleet vehicles are designed to run on unleaded regular and filling up with premium only increases cost, not performance. Your fuel cost could go down as much as 10 cents per gallon if you use regular fuel instead of premium. 6. Monitor Preventive Maintenance Schedules. Proper maintenance will increase a vehicle’s fuel economy. For example, keep the wheels aligned. Wheels that are fighting each other waste fuel. Keep the air filter clean. A dirty filter clogs an engine’s air supply, causing a higher fuelto-air ratio and thereby increasing gasoline consumption. Replace the air filter as recommended — always consult the owner’s manual. 7. Make Drivers Energy Conscious. Similar to turning off the lights in unoccupied rooms, your drivers should practice energy conservation habits in their vehicles as well. If a vehicle has a trip computer, encourage drivers to use the “instant fuel economy” display to refine driving habits. 8. Use A/C Sparingly. An air conditioner is one of the biggest drains on engine power and fuel economy. It can reduce gas consumption by 5 to 20 percent, depending on the type of vehicle and the way it is driven. Don’t use the A/C as a fan to simply circulate air. Use the vent setting as much as possible. 9. Encourage Carpooling When Appropriate. Encourage drivers to carpool when they know that they will be in the office all day for meetings or catching up with paperwork. 10. Drive the Posted Speed Limit. Drive at posted speed limits — this is a tip that may save a life as well as fuel. The EPA estimates a 10-15 percent improvement by driving 55 instead of 65 mph. Use cruise control during highway driving. Unnecessary changes in speed are wasteful, and the use of cruise control helps improve fuel economy.

11. Make Your Vehicle More Aerodynamic. Wind drag is a key source of reduced fuel mileage, causing an engine to work harder, thereby reducing fuel economy. One way to minimize wind drag is to keep the windows rolled up. This allows air to flow over the body, rather than drawing it inside the cabin and slowing down the vehicle. A wide-open window, especially at highway speeds, increases aerodynamic drag, and the result is up to a 10-percent decrease in fuel economy. If you want fresh air, run the climate system on “outside air” and “vent.” 12. Avoid Aggressive Driving. The largest fuel waste occurs with aggressive driving. Time studies show that fast starts, weaving in and out of traffic, and accelerating to and from a stop light doesn’t save much time, wastes fuel, and wears out components, such as brakes and tires, faster. Not driving aggressively can save up to 20 percent in fuel usage. 13. When Feasible, Have Two Employees per Vehicle. If several employees are going to the same work location or job site, have them take one vehicle instead of driving separately. 14. Develop a More Efficient Routing Plan. Efficient routing offers an effective way for fleets to manage fuel expenses. Plan and consolidate trips to bypass congested routes and avoid stopand-go traffic. By using telematics and GPS route optimization products, companies have seen a 10- to 15-percent decrease in fuel cost. 15. Anticipate Traffic Flow. In commuter traffic, which usually involves stop-andgo movement, look two or more vehicles ahead rather than watching the driver in front of you. By anticipating a traffic light change, an upcoming stop sign, or the need to slow down for a curve, you can avoid or reduce brake use and save gasoline. Did I miss anything? Let me know. mike.antich@bobit.com

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PROPANE AUTOGAS VS. GASOLINE

FUEL COSTS: 40% LESS VEHICLE WARRANTY: 5 YEAR / 60,000 MILE1 CO2 EMISSIONS: 24% LESS PERFORMANCE: IDENTICAL

2009 – Newer Ford E-150 / E-250 / E-350 (5.4L V8)

CLEAN UP YOUR FLEET, ONE GALLON AT A TIME Reducing your ﬂeet’s greenhouse gas emissions by 24% is not only within reach, it’s only half the story. With propane autogas, you can also reduce your fuel costs by up to 40% with this American-made fuel. ROUSH CleanTech propane autogas fuel systems are available for Ford light- and medium-duty trucks and vans with GVWR ratings up to 19,500 lbs. Let us show you how easy it can be to switch to propane autogas.

OTHER APPLICATIONS Coming Soon

Now Available

2009 - 2010 Ford F-250 / F-350 (5.4L V8) 1

2007 - 2011 Ford E-350 DRW Cutaway (5.4L V8)

2009 - Newer Ford E-450 DRW Cutaway (6.8L V10)

2012 - Newer Ford F-250 / F-350 (6.2L V8)

2012 - Newer Ford F-650 Chassis Cab (6.8L V10)

See ROUSHcleantech.com for complete warranty details

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Fiscal responsibility has never been so exhilarating. Decisions involving spreadsheets and budget reconciliation can very often be sleep-inducing. But now with Audi having won more 2012 ALG Residual Value Awards than any other luxury brand,* it’s quite the opposite. Not only does an investment in a fleet of Audi vehicles provide you with a higher resale value, it also gives you a group of distinctive, high-performance cars to help set your company apart. What’s more, whether you choose the stylish Audi Q5, versatile A3 or sporty A4 sedan, you’ll have the safest fleet around (all three were named 2012 IIHS Top Safety Picks). So now regardless of your choice, the financial side of your job might just be as thrilling as being behind the wheel itself.

Contact corporatesales@audi.com for more information.

*Based on 2012 ALG Residual Value Awards in the Luxury Car, Luxury Sportscar and Luxury Fullsize Utility categories. “Audi,” “Truth in Engineering,” all model names, and the four rings logo are registered trademarks of AUDI AG. ©2012 Audi of America, Inc.

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