Green Fleet Magazine May/June 2012 by Bobit Business Media

A BOBIT PUBLICATION

WWW.GREENFLEETMAGAZINE.COM

MAY / JUNE 2012

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VOL. 2, NO. 3

JUSTIFYING ALT-FUEL COSTS USING NEW TCO TOOL

GO GREEN

WITHOUT BREAKING THE BANK MORE PETROLEUM REDUCTION STRATEGIES EXPLAINED

PROPANE-AUTOGAS

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CONTENTS M A Y

J U N E

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V O L U M E

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features 10 Chrysler & GM Enter the CNG Truck Market Taking a cue from fleet managers, Ram and GM are producing compressed natural gas (CNG) bi-fuel trucks. The new alt-fuel trucks make greening fleets easier and cheaper.

14 ‘Going Green’: Beyond the Basics The ability to immediately monitor and increase fuel efficiency, reduce idling, and improve driver productivity are just a few ways fleets are going beyond the basics to go green.

18 Proven Petroleum Reduction Strategies: Part II The Illinois Green Fleets Program helps reward organizations and individuals for innovation and environmental stewardship.

22 Clearing the Air in St. Louis St. Louis Clean Cities is cutting emissions on the banks of the Mississippi.

26 Propane Autogas: Advantages Beyond Financial Incentives Even beyond federal and state incentives, propane autogas proves a viable fuel source with lower greenhouse gas emissions and reduced fueling costs.

28 The Green Fleet Price Tag Taking a hard-numbers approach to a fleet’s vehicle tailpipe emissions and lifecycle cost data will help improve an ecological footprint without breaking the bank.

32 Making the Business Case for Alternative-Energy Vehicles Fleet managers face a dilemma in justifying the higher acquisition cost for electric-powered vehicles. A new total cost of ownership (TCO) tool from Dow Kokam can help spotlight alternative-energy’s bottom-line benefits.

departments 4 Letters 6 Industry News 34 Showcase 36 Editorial

28 MAY / JUNE 2012 ■ GREEN FLEET

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NOW

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

Top 5 Most Popular Stories as of April 10, 2012

GM’S NEW BI-FUEL PICKUPS AVAILABLE FOR ORDER IN APRIL

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

Chevrolet and GMC announced details March 5 of General Motors’ bi-fuel 2013 Chevrolet Silverado and GMC Sierra 2500 HD extended cab pickup trucks. Sales to customers began in April.

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April 9

Fuel for Thought The True Price of Propane Autogas ●

What We’re Blog Blo ggi gin ng About

March 31

Decision Points Top 5 Ways to Reduce Your Fuel Costs Starting Today ●

FIRST ALL-ELECTRIC 2012 CODA SEDAN DRIVES OFF ASSEMBLY LINE

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The new CODA sedan features a lithiumiron-phosphate (LiFePO4) battery pack with a 10-year, 100,000-mile limited warranty. It also features a 6.6kW onboard charging capability that provides a full charge in about six hours on 240 V (Level 2 EVSE), and an 88 miles-per-charge EPA rating.

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

The Westport WiNG, by Westport Innovations Inc., is a new sustainable-power system for Ford pickups available through select Ford dealers.

FRITO-LAY TESTS ELECTRIC VEHICLES FOR FLEET

The Oregon Department of Transportation, AeroVironment, and the Oregon Department of Energy opened the first phase of the West Coast Electric Highway, introducing electric vehicle fastcharging stations along Interstate 5. 2

February 14

Talking TCO Stop! In the Name of E-15

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FIRST PHASE OF WEST COAST ELECTRIC HIGHWAY COMPLETED IN OREGON

March 7

Domestic Fuels: Made in America Alternatives = Security

WESTPORT INNOVATIONS TO OFFER NEW CNG BI-FUEL SYSTEM FOR FORD F-250 AND 350

After completing a test of Electric Vehicle International’s all-electric EVI-MD on a delivery route in Alameda, Calif., Frito-Lay has committed to purchase five additional EVI-MD vehicles to be used in Northern California.

March 21

Fleet Smarts Proven Best Practices in Mitigating Fleet Fuel Costs

CHANNEL

HIGHLIGHTS

Natural Gas – Conversions, Storage, Vehicles and Technology Vehicles, grants, and infrastructure stories interested readers in GreenFleetMagazine.com’s Natural Gas Channel during March and early April 2012. Here are a few popular news items from this Channel: ●

Ram to Build CNG-Powered Pickup.

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GE & Chesapeake Energy Join Forces to Lower Cost of Natural Gas Stations.

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GreenKraft Awarded $400K to Bring Natural Gas Trucks to California.

GREEN FLEET ■ MAY / JUNE 2012

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ABUNDANT CLEAN ENERGY. LEGENDARY HEMI POWER. ®

INTRODUCING THE NEW RAM 2500 CNG. Under the hood lies a factory-installed, tried-and-tested, 5.7-liter HEMI® V8 that offers 383 horsepower and 400 lb-ft of torque1. And if that’s not impressive enough, with Compressed Natural Gas and unleaded gas this factory-backed, bi-fuel heavy duty offers an estimated combined range of 367 miles at around half the cost2. The Ram 2500 CNG, order yours today.

fleet.chrysler.com 800-999-FLEET

5YEAR /100,000 MILE POWERTRAIN WARRANTY3

When in unleaded gas mode. 2Based on market research performed by World CNG, 2011 Fuel Cost Report. 3See your dealer for complete details and a copy of the 5-Year/100,000-Mile Powertrain Limited Warranty. ©2012 Chrysler Group LLC. All rights reserved. Ram, Ram’s Head logo and HEMI are registered trademarks of Chrysler Group LLC.

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LETTERS Validating Electric Vehicles I’ve spent three decades in the automotive industry and have monitored alternative modes and power sources for at least as long. There has never been a better opportunity for development of an electric vehicle (EV). Consider the convergence of the following: ● Government support. ● Economic and ecological imperatives. ● Decades of preparation, development, and experimentation. ● The near collapse of the competing transportation model. And, of course, the issues around peak oil and our anticipation — or dread — regarding the impending, inevitable escalation of gasoline prices. Let me add one more: sheer popularity. So many people wanted EVs to succeed. I include myself as a supporter. Yet, the market speaks loudly and does not validate the current model of electric vehicular transportation. The transportation infrastructure spending bill is coming up in Congress and EVs have not made a dent. Our political leaders will direct massive spending at reinforcing the transportation infrastructure of the past. Have we missed the opportunity of a lifetime to change the way we move from here to there, improving our lives in the process? Can we halve our carbon footprint and perhaps even halve our transportationrelated expenses in the process? I believe this is certainly achievable, but the missing element is challenging the culture that keeps us on our “lemming-like” trajectory. The cultural change to which I refer concerns our mistaken belief that something more powerful will save us. “New technology will fix it, I hope” or “a new source of fuel will be discovered or invented,” as if the new fuel or technology won’t cause new, related problems. How about a culture shift that says, “Let’s turn to our roots, to simplicity.” Less power means less cost and less pollution. We can have mobility and use less power. We are stuck with our built environment, and we have to travel about to conduct our business and our lives — or do we? Materials can be delivered. Technology connects us without leaving home. People 4

can work from home, often for less, and live life in balance. Want the big picture? We are the last modern nation that hasn’t connected its cities by high-speed rail. That’s a massive infrastructure project and job creator, all about the future and sustainability. Mass transit is, too. Our cities and towns need to be served by transit systems creatively designed to move people to work and connect homes to high-speed rail. Project yourself into the near future, where you are confident in and regularly utilize transit and rail. Why have a 300hp car or two? My family could make the transition by keeping my old sedan, but the next car I buy will be a low-speed vehicle (LSV) or a village vehicle (VV). It’s a cool golf cart morph, with a roof and windows that protect me from the elements. It connects to transit, which connects to rail and other cities. It plugs into an ordinary outlet in my garage. It costs less than $10,000 when new. I go to work, the grocery store, and my children’s school in it. It gets the equivalent of 400 mpg. My old sedan will last 15 years longer because it’s used so little. Imagine how much I’ve reduced my transportation costs and the positive impact on air quality. This popular idea needs political support and infrastructure spending because we need safe roads on which to operate these future village vehicles. Instead of building expensive new roads, we decommission a grid of existing roads, perhaps five percent at first, growing to 10 percent in a few years, creating greenways for village vehicles. Only small, lightweight, efficient VVs share these greenways. They can be the first car we let our kids drive. Just imagine the sustainable seeds we’re planting! There is an end of the road for internal combustion transportation modes and, recently, the rejection of electric cars, too. These EVs, proposed by the same players that brought us the cars of the past, are unnecessarily big, heavily armored, and fast. They waste electricity instead of

gas, and that’s still waste, not a solution. We need to think outside the box because we are burning fossil fuels inside the box; we are trapped and must get out to survive and thrive. Markets and consumers will validate EVs when they are appropriately sized elements of a concerted effort to directly solve the problems of safe, green transportation. Join me, look down the road, plan for our future, and advocate for high-speed rail, mass transit, and village vehicles. Joseph McKinney President Oregon Roads, Inc. Eugene, Ore. In 2009, Joseph McKinney co-authored the book, The End of The Road; the Transition to Safe, Green Horsepower. The above is an excerpt of a longer commentary entitled, “Who Killed the Electric Car (Again)?” — Editor

Forcing Their Hand In reply to the January/February 2012 editorial, entitled “Weight Reduction as a Green Fleet Strategy,” I think G tthe OEMs will accomplish tthis weight reduction sooneer than we think. The new CAFE standards will force C ttheir hand. Author wished to be anonymous

A Alt-Fuel Technology Lags Behind Desire L Green fleet sustainabilit will continue to play an ity important and complex role in the fleets of today and tomorrow. My management is behind me 100 percent to make strides in increasing the number of alternative-fueled vehicles in our fleet. However, vehicle configuration, along with the lack of an alternative-fuel infrastructure, continue to make these achievements very difficult. J.J. Keig, CAFM Fleet Manager NCH EcoServices Irving, Texas

GREEN FLEET ■ MAY / JUNE 2012

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INDUSTRY NEWS PRE-OWNED ALT-FUEL VEHICLE SALES WEBSITE LAUNCHED OAK HILL, VA – The Sales NetWork

SOURCE: THE SALES NET WORK

(TSN), a provider of niche-marketing solutions, has launched a new website for customers looking to buy and sell used alternative-fuel vehicles and equipment. The site, www.afvresale.com, is designed to aid customers looking to buy and sell previously owned alternative-fuel vehicles and equipment. The site provides free membership for listing, responding, and searching pre-owned alternative-fuel vehicles in the U.S., including those powered by propane autogas, ethanol,compressed natural gas, y biodiesel, and hybrid y electricity, vehicles.

ALTe’s Hybrid Powertrain Plugged into Ford E-350

SOURCE: ALTe POWERTRAIN TECHNOLOGIES

AUBURN HILLS, MI – ALTe Powertrain Technologies, a developer of range-extended plug-in hybrid electric (PHEV) powertrains for ALTe Powertrain Technologies has successfully light commercial fleet vehicle appli- installed its powertrain in the Ford E-350 platform. cations, is offering more choices to fleets seeking to convert to PHEVs. The company announced it has successfully installed its powertrain system in a second line of vehicles — the Ford Econoline E-350 platform. ALTe has already successfully implemented conversions in Ford F-150 trucks, which have been driven by dozens of potential fleet customers. The company began engineering development on the Ford E-350 platform in late 2011. There are currently more than 125,000 MY-2004 to 2010 E-350 vans registered to corporate, government, and utility fleets in the U.S., according to ALTe. ALTe’s road tests revealed the E-350 cutaway chassis prototype can drive approximately 25 miles in an all-electric mode and deliver nearly 15 mpg in a charge-sustained mode. Based on data provided by major fleets, the company estimates the combined mode fuel economy would be more than 30 mpg compared to less than nine mpg achieved by a similar Ford E-350 cutaway chassis with a V-8 engine. ALTe has delivered the E-350 prototype to its first potential fleet customer for evaluation, and plans to build more prototypes for customer evaluations throughout the year. The manufacturer is targeting a spring 2013 product launch date for the U.S. market.

VW Testing Battery-Electric Golf Prototype The Sales NetWork has launched a new website for customers looking to buy and sell used alternative-fuel vehicles and equipment. CLEAN ENERGY INKS DEAL FOR NATURAL GAS FUEL STATIONS SEAL BEACH, CA – Clean Energy Fuels Corp. has signed a 10-year strategic partnership agreement with Saddle Creek Corporation, a logistics services provider, to build natural gas fueling stations at existing Saddle Creek locations in support of Saddle Creek’s expanding natural gas-powered truck fleet. Saddle Creek, a nationwide third-party supply chain logistics company, operates 29 facilities across the country, which aggregate more than 14-million sq. ft. of warehousing space. The first of Saddle Creek’s planned network of natural gas fueling stations opened in December 2011 at the company’s Lakeland, Fla., headquarters. Other sites under consideration include Saddle Creek locations in Atlanta; Charlotte, N.C.; and Dallas.

HERNDON, VA – Volkswagen of America announced it will begin a pilot scheme to test 20 prototype E-Golf battery-electric vehicles over a nine-month period in select locations in the U.S. By studying E-Golf use across multiple geographical regions, Volkswagen will monitor the effect of climate conditions, driving patterns, and energy performance. Data and insights gained during the pilot will be used in the final development of future EV technology applications. Users will also test specific services designed for the E-Golf. For example, 220V charging stations will be installed at users’ homes to charge the vehicles. Each E-Golf will be delivered with an iPhone and a dedicated app, allowing the user to check the battery’s charging status, regulate the car’s internal temperature, gauge how much charging time is left, and remotely start the charging procedure, according to the automaker. Finally, Volkswagen has set up a Web portal dedicated to the fleet test to support the users 24/7 in case of specific questions and in order to allow users to share their feedback on the E-Golf. The appearance of the E-Golf is similar to the five-passenger, four-door Golf, and features an electric motor that delivers 199 lb.-ft. of torque and an estimated driving range of 93 miles, according to VW. VW has begun a pilot program to test 20 prototype E-Golf batteryelectric vehicles. SOURCE: VOLKSWAGEN

➞ 6

GREEN FLEET ■ MAY / JUNE 2012

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

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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

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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

EPA Approves 15% Ethanol in Gasoline WASHINGTON – The U.S. Environmental Protection Agency (EPA) approved the first applications

for registration of ethanol for use in making gasoline that contains up to 15 percent ethanol (E-15). Ethanol has been blended into gasoline for more than 30 years, but regulations limited it to 10 percent by volume for use in gasoline-fueled vehicles. The EPA said approval follows an extensive technical review required by law. Registration is a prerequisite to introducing E-15 into the marketplace. Before it can be sold, manufacturers must first take additional measures to help ensure retail stations and other gasoline distributors understand and implement labeling rules and other E-15-related requirements. The EPA is not requiring the use or sale of E-15. After extensive vehicle testing by the U.S. Department of Energy and other organizations, the EPA issued two partial waivers raising the allowable ethanol volume to 15 percent for use in modelyear 2001 and newer cars and light trucks. The EPA said fuel pumps dispensing E-15 will be clearly labeled to avoid confusion.

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

Editor

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

CalBattery to Commercialize GEN3 Lithium-ion Battery LONG BEACH, CA – California Lithium Battery Inc. (CalBattery) announced it has entered into a

Work for Others agreement with Argonne National Laboratory to commercialize a breakthrough low-cost “GEN3” lithium-ion battery. According to CalBattery, the battery will offer the highest energy density and longest cycle life of any lithium battery made today, and will be manufactured in the U.S. at a comparable cost reduction up to 70 percent. A key technological advancement will allow the manufacturer to successfully use silicon in its battery anode. This is expected to help triple battery cycle life, according to CalBattery, and make it well-suited for EV applications.

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Production Manager Brian Peach (310) 533-2548

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Deli Express Sheds Pounds to Boost Fuel Economy MT. LAUREL, NJ – Deli Express/E.A. Sween Company has been working with several fleet sup-

pliers to produce a new, lighter-weight diesel truck design that improves fuel economy by 50 percent, while significantly reducing emissions and increasing cost effectiveness. The company was part of a sustainability case study conducted by Automotive Resources International (ARI) focused on hidden green potential for fleets. Operating as a team, ARI, Isuzu Commercial Truck of America, Johnson Refrigerated Truck Bodies, and Thermo King supported Deli Express’ efforts to produce the new, lighter-weight diesel truck design. The truck design is expected to emit 700 fewer pounds of carbon dioxide on a monthly basis in its current usage pattern and 4.2 fewer tons over a 12-month period, according to ARI. Isuzu Commercial Truck of America will provide the diesel chassis, Johnson Truck Bodies will build the lightweight insulated truck body, and Thermo King will provide efficient refrigeration units. As additional units hit the streets, ARI will leverage its top-tier analytical tools to calculate the design’s evolving impact on cost and efficiency.

SOURCE: ISUZU COMMERCIAL TRUCK OF AMERICA

Deli Express has introduced lighter-weight diesel trucks to its fleet. The vehicles are netting up to 50-percent better fuel economy.

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

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

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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

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Richard E. Johnson Business and Editorial Office

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

GREEN FLEET ■ MAY / JUNE 2012

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Chrysler Enter the C

Taking a cue ue from fleet managers, Ram and GM are producing i compressed d naturall gas (CNG) bi-fuel trucks. The new alt-fuel trucks make greening truck fleets easier and cheaper.

By Chris Wolski

The CNG-only range of the Ram 2500 CNG pickup is 255 miles. The gasoline backup extends the range to 367 miles.

here are new options for truck fleets looking to go green: Chrysler and GM have introduced three compressed natural gas (CNG) models that will arrive at fleet garages ready to use, eliminating the time and expense of taking delivery and sending the vehicle to an aftermarket upfitter. In addition to the convenience of having a CNG system installed prior to delivery, fleets will also get the added benefit of having the truck’s fuel system covered under the same warranty as the rest of the vehicle. The introduction of these new products is the result of market demand, an example of how the desire to have alternative-fuel ve-

AT A GLANCE Ram and GM’s new compressed natural gas (CNG) vehicles offer fleets: ● Bi-fuel systems installed prior to delivery. ● The advantages of lower cost of operation with the same vehicle performance and capabilities. ● OEM warranties on the bi-fuel powertrains. 10

hicles as part of fleets is becoming a growing need for the industry.

CNG Tough The Ram 2500 Heavy Duty (HD) CNG pickup from Chrysler is designed specifically for fleet and commercial customers. According to Bob Hegbloom, director of Ram Truck, the inspiration for the vehicle came from meetings the company had with natural gas suppliers beginning in 2009. “The natural gas consortiums were looking for a vehicle that was designed, tested, and integrated by the OEM,” he said. The result was the Ram 2500 HD CNG, which is powered by a 5.7L HEMI V-8. The engine has been modified to run on CNG as well as gasoline. Redesigned cylinder heads with specifically designed CNG-compatible valves and valve-seat materials allow the engine to burn both fuels. The engine also has a second, CNG-specific fuel rail and set of injectors. The specially designed spark plugs help improve combustion and durability, and a new powertrain control module allows the

HEMI to seamlessly operate on either of the two fuel sources. Hegbloom said that the development of the CNG pickup came at a fortuitous time. “It gave us the opportunity to use our partnership with Fiat,” he said. According to the company, Fiat, which is part of the Chrysler Group, is the dominant CNG manufacturer in Europe with a more than 80-percent share of the market. Ram used Fiat’s expertise and European experience to assist in the development of the U.S. pickup. The Ram 2500 HD’s CNG is stored in two 18.2 gasoline-gallon-equivalent (GGE) tanks in the bed of the pickup. According to Hegbloom, the tanks are bolted to the 2500 HD’s frame and surrounded by a high-strength steel case for added protection and safety. The tanks measure approximately four feet by four feet, leaving four feet of usable storage space. In addition, there is an eight-gallon gasoline tank. The capless CNG filler is located next to the gasoline fuel neck and is accessed through the Ram’s fuel-filler door.

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& GM e CNG Truck Market The GMC Sierra and Chevrolet Silverado CNG (shown left) models can run just on gasoline if no compressed natural gas is available.

The CNG-only range of the pickup is 255 miles, and the gasoline backup extends the range to 367 miles. While gasoline is needed to start the engine, the Ram 2500 HD CNG is designed to run exclusively on natural gas and seamlessly switch to gasoline once it is depleted. Unlike some other systems, there are no operator fuel switches on the instrument panel. The transition from fuels is automatic — and, according to the company, unnoticed by the driver. Drivers can monitor natural gas consumption with a CNG-specific fuel gauge that sits adjacent to the gasoline fuel gauge. The Ram 2500 HD CNG offers heavyduty capability to fleets, including 1,580 lbs. of payload and 7,650 lbs. of towing capability. The Ram 2500 is delivered ready to tow and its standard equipment includes an integrated 4- and 7-pin connectors along with a Class IV hitch receiver. The Ram 2500 CNG will be available exclusively as a crew cab 4x4 model with a 169-inch wheelbase in either the ST or SLT trim level. While the first vehicles are scheduled to

roll off the company’s Mexico assembly lines in late June, Hegbloom noted the company has already been taking orders. Many of the fleets that have already committed to the pickup are in the natural gas business, including Piedmont Gas and Chesapeake Energy. But, other ancillary natural gas businesses are placing orders as well. “Now, all of a sudden, auxiliary businesses want to support the industry as well. This is where we’ll really see this vehicle take off. It’s really exciting to see the momentum behind it,” Hegbloom said. The 2500 HD CNG comes with a fiveyear/100,000-mile powertrain limited warranty, which covers the HEMI V-8 and transmission, and adds internal engine components specific to CNG: upgraded valves, valve seats, fuel injectors and rail, and specially designed spark plugs. An additional three-year/36,000mile bumper-to-bumper limited warranty covers the rest of the vehicle. Taken together, Hegbloom said that the Ram 2500 HD CNG is an attractive option for all fleet operations. “You have good cost

of operation with no loss of capacity. We’ve got the right package for fleets,” he said. As of press time, the Ram 2500 HD CNG has a base price of $47,500, including the $995 destination charge. While there isn’t a fleet incentive at this time, Hegbloom indicated this could be a possibility. The only looming challenge for fleets outside the energy industry is the availability of a sufficient fueling infrastructure. Hegbloom believes that as Ram and other manufacturers begin to offer more dedicated, factory-produced CNG models, it will force the hand of the industry to build fueling stations. “The only question is how fast this will occur,” he said. But, it will grow, in his opinion. He pointed to the so-called “NG Corridor” between Salt Lake City and Los Angeles, the U.S. region that has most readily embraced natural gas, as an example of fueling-following-function. The corridor is dotted with an ever-growing number of public CNG stations that make it convenient for both fleets and consumers to fill up their alternative-fuel vehicles. ➞ MAY / JUNE 2012 ■ GREEN FLEET

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NATURAL GAS TRUCKS

The bottom line for Hegbloom is that moving into the CNG market is the right move for Ram, since “natural gas is safe, clean, and abundant,” he said.

Delivering to Customers GM’s decision to commit to two bi-fuel pickup models was driven by its customers. “In the past, we’ve had customers coming to us looking for a CNG pickup with a ¾-ton extended cab,” explained Joyce Mattman, director, GM Commercial Product and Specialty Vehicles. The result is the bi-fuel 2013 Chevrolet Silverado and GMC Sierra 2500 HD extended cab pickup trucks. The vehicles include a CNG-capable Vortec 6.0L V-8 engine that seamlessly transitions between CNG and gasoline fuel systems. Combined, the trucks offer a range of more than 650 miles, and offer almost identical mpg to a conventional gasoline engine — but run on the lowercosting CNG. In addition, the vehicles have performance capabilities very close to their gasoline-powered cousins. “Aside from the box space, these vehicles have the same utility as that of any Sierra or Silverado, with the lower natural gas fuel price,” said Mike Jones, product manager for GM Fleet & Commercial Operations (FCO). Mattman said that any fleet involved in the natural gas industry would be a natural fit for the new pickups, adding that government fleets and fleets interested in going green would also benefit from the CNG vehicles. “This is a national fleet issue,” she said. The hardened V-8 engine is started using a small amount of gasoline, and, when the engine and other components reach pre-determined temperatures, it switches to using the CNG. Once the CNG is depleted, then it will transition to gasoline. Because range anxiety is a factor when discussing an alternative fuel, according to Jones, the bi-fuel system will help to eliminate any fears. “Because of the bi-fuel system, drivers can be confident that they won’t run out of fuel if they venture outside the range of a CNG fueling station,” he said. The Sierra and Silverado CNG models can run just on gasoline if no CNG is available. The trucks will be available in standard and long box with either two- or four-wheel drive. The single 17-GGE tank is mounted in the bed of the truck, bolted to the frame and 12

The Ram 2500 HD’s CNG is stored in two 18.2 gasoline-gallonequivalent tanks in the pickup bed.

protected by a black aluminum diamond plate cover. “Our intention was to minimize the amount of space that the tank took up in the bed of the truck,” Mattman said. In the short box trucks, there is approximately 30 percent less storage and in the long box about 25 percent less storage because of the tank, leaving over 4-6 feet of space respectively . While bi-fuel vehicles are nothing new to the market — and not new to GM, which has had a dedicated CNG van on the market since 2010 — what is new with the Sierra and Silverado options is that GM is offering its first bi-fuel systems on these models through IMPCO, a GM tier-one supplier. Among the biggest advantages that fleets will get from the automaker-certified system is the GM warranty. The CNG-powered Sierra and Silverado will be covered by GM’s three-year/36,000mile new vehicle limited warranty and fiveyear/100,000-mile limited powertrain warranty — including the hardened engine and fuel system, according to Jones — and vehicle emissions warranty, meeting all U.S. Environmental Protection Agency (EPA) and California Air Resources Board (CARB) emission certification requirements. The trucks will be built at the company’s Fort Wayne, Ind., plant and then sent to IMPCO for installation of the CNG bi-fuel delivery and storage system, under GM’s manFACTS ABOUT CNG VEHICLES

NG is growing in popularity across the U.S. and the globe. ● There are about 150,000 natural gas vehicles on U.S. roads and more than 13 million worldwide. ● The U.S. ranks 14th in the world for natural gas vehicles with less than 1 percent. ● The International Association of Natural Gas Vehicles estimates there will be more than 50 million natural gas vehicles worldwide within the next 10 years — about 9 percent of the world’s transportation fleets. ● While the U.S. imports more than 60 percent of the oil it uses, 98 percent of the natural gas used in the U.S. is produced in North America. SOURCE: CHRYSLER

ufacturing quality standards. The vehicle is then shipped by GM to the fleet. The upfitting process adds about four weeks to the order-to-delivery, according to Jones. Mattman noted that the IMPCO-installed system brings other advantages to fleet customers. “As trucks have gotten more complicated, it has become increasingly difficult for aftermarket upfitters to reverse engineer the fuel systems. With a factory-installed system like ours, you get complete uniformity. You are getting completely General Motors technology with the systems in the Sierra and Silverado,” she explained. For drivers, the benefits of a CNG truck are a cleaner running vehicle that handles like a conventional gasoline truck. “Drivers have reported that CNG vehicles don’t feel any different than gasoline-powered ones,” Mattman observed. While the company has high hopes for the CNG pickups, there are some concerns about the natural gas infrastructure. “We’re staying close to the issue of infrastructure, but it’s a chicken and egg issue — you can’t have an infrastructure without vehicles and vice versa. It’s quite a complex issue,” Mattman said, adding that the biggest natural gas markets are in California, Oklahoma, Utah, and New York. Obviously, one of the biggest impediments to building up the fueling infrastructure is its cost. Each CNG fueling station costs, on average, $1 million, so it won’t be built “overnight,” Mattman said. No matter the challenges the alternative fuel poses, Mattman is confident about the CNG Sierra and Silverado models. “We think these are the right products for the fleet market right now,” she said. The automaker began taking orders in April with a delivery date sometime in fourthquarter 2012, according to Jones, adding that they will likely carry the same fleet incentive as the gasoline models.

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‘Going Green’:

Beyond the Basics

AT A GLANCE Technologies that can help reduce a fleet’s carbon footprint, beyond simple GPS and route planning, include: ● Auto Meter’s Ecometer. ● Espar Heating Systems Hydronic and Airtronic heaters. ● DriverPoint and Fleets for Change. ● SCT Fleet Solutions engine and transmission tuning software, devices, and related accessories.

By Lauren Fletcher

The ability to immediately monitor and increase fuel efficiency, reduce idling, and improve driver productivity are just a few ways fleets are going beyond the basics to go green.

oday, “going green” involves many additional factors beyond the basics of simply purchasing an eco-friendly or alternative-fuel vehicle. While GPS has been sitting in the green limelight for the past several years, there are numerous other technologies that can help a fleet reduce its carbon emissions without completely overhauling a company’s selector. Here are just a few of the new, innovative technologies on the market today to help a fleet go green:

◗ Ecometer Fuel-Efficiency Meter Auto Meter Products, Inc. is a manufacturer of performance vehicle and OEM instrumentation products. Ecometer is the company’s OBD-II “plug-and-play” instantaneous fuel-efficiency meter. It provides vehicle operators instantaneous information on how to most efficiently drive their vehicle, minimizing their carbon footprint. It functions as both a fuel-efficiency feedback tool for those vehicles that did not come equipped with one, or as a more effective, intuitive feedback mechanism to supplement an existing OEM fuelefficiency metered vehicle whose display lacks critical feedback data, such as the ability to program in a particular mpg target, according to the company. Savings will vary according to operator driving behavior; however, the company conservatively estimates a 5- to 20-percent average fuel-efficiency gain, depending on the extent of the driver’s behavior modification. The Ecometer is customizable to a variety of gasoline vehicle types (compact, full-size, SUV, truck, etc.), and displays real-time fuel economy performance in both a radial energy consumption graph and an easy-to-read digital format. Four different modes can be selected by the driver via the push of a button.

◗ Working with a vehicle’s OBD-II, the Ecometer is a “plug-andplay” instantaneous fuel-efficiency meter. 14

➞

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The Audi A3 TDI®

The Audi Q7 TDI®

As you well know, the decisions you make say everything about you and your company. Take Audi TDI clean diesel, for example. It says a lot of things (all positive, of course). Like how smart you are. Just look at the astonishing fuel-eﬃciency numbers for both the A3 TDI (42mpg hwy) and Q7 TDI (25mpg hwy)*. Not to mention the uncompromising power and torque both possess. And of course, maybe most important, it says how progressively minded you are. Both the A3 TDI and Q7 TDI deliver 20% fewer emissions than gasoline engines.** So as far as decisions go, this will make quite a statement. audiusa.com/tdi

Contact corporatesales@audi.com for more information.

*EPA estimates 42mpg hwy/ 30mpg city for the 2012 Audi A3 TDI clean diesel with automatic transmission, and 25mpg hwy/ 17mpg city for the 2012 Audi Q7 TDI clean diesel with automatic transmission. Your mileage will vary. **CO2 emissions claim based on comparison to gasoline engine. “Audi,” “Truth in Engineering,” all model names, and the four rings logo are registered trademarks of AUDI AG. “TDI” is a registered trademark of Volkswagen AG. ©2012 Audi of America, Inc.

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◗ Espar Hydronic & Airtronic Heaters

Espar Heater Systems provide a comprehensive range of cost-effective fueloperated air and coolant heaters. According to the company, Espar heaters provide significant fuel savings and reduced emissions through idle reduction. ◗ Espar heater models Heater models are available for diesel, are available for diegasoline, diesel blends, and up to 100-percent sel and diesel blends, gasoline, and up to biodiesel (B-100). Several models of Espar 100-percent biodiesel heaters have been CARB approved and (B-100). EPA validated. Espar heaters provide on-board equipment that does not require plug-in to a stationary system. Espar Hydronic heaters are used to pre-heat the main engine coolant system of vehicles to provide warm-engine starts and re-

• PLUG-N-RUN INSTALLATION NO TOOLS REQUIRED

◗ SCT Fleet Solutions

• PROVIDES REAL TIME DRIVER FEEDBACK ON EFFICIENT DRIVING STYLES

• COMPATIBLE WITH 1996 VEHICLES AND NEWER GASOLINE VEHICLES

PAYS PAYS FOR FOR ITSELF ITSELF IN IN LESS LESS THAN THAN 5 5 TANKS TANKS WHAT DO YOU HAVE TO LOSE EXCEPT HIGHER OPERATING COSTS? FOR MORE INFORMATION GO TO WWW.ECOMETER.COM OR 815-991-2267 16

• LOGS KEY ROUTE PARAMETERS, AVERAGE FUEL ECONOMY, MAXIMUM SPEED, MAXIMUM RPM.

SCT Fleet Solutions (SCT) provides customizable and pre-programmed engine and transmission tuning software, devices, and accessories. SCT develops, manufactures, and markets the software and hardware necessary to allow fleet owners to improve fuel economy and safety. SCT’s fleet products improve vehicle fuel economy and driver safety, primarily through the use of speed limiters, throttle response limiters, engine-idle reduction, and other controls. Typical fuel economy gains range from 6 to 14 percent, while simultaneously reducing other fleet operating costs (i.e., wear-and-tear items and, potentially, auto liability insurance). These products are marketed to commercial and government fleet operators for selected vans, light-duty trucks, and Class 1-4 trucks (Ford and GM products only). SCT’s fleet calibrations have been independently tested and verified by the California Air Resources Board (CARB) for use in all 50 states.

◗ Marketed to com-

mercial fleet operators for select vans, light-duty, and Class 1-4 trucks, SCT’s fleet products focus on improving fuel economy and driver safety.

GREEN FLEET ■ MAY / JUNE 2012

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duce the need to idle the main engine for system warm-up and defrost. These heaters can be set to automatically operate to warm the engine before the driver arrives. Espar recently announced the introduction of new smart controllers that will allow custom timer controls by the fleet manager and “one-button” driver on-demand control without the possibility of the driver altering the automatic settings. Espar Airtronic heaters function warn a truck compartment to allow the driver to remain in warm comfort without idling the main engine. Espar heaters are available for heavy- and medium-duty trucks, delivery trucks, automotive, off-highway, marine, transit bus, shuttle bus, school bus, cargo vans, military, RV, oil and gas, construction, and public sector applications.

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

◗ DriverPoint & Fleets for Change DriverPoint is a comprehensive program used to improve efficiency and productivity. DriverPoint is built around three components: GreenDriver online driver training, DriverPoint Telematics, and DriverPoint Performance Scorecards. When used together, companies can make significant changes by lowering fuel cost, decreasing their carbon emissions, and increasing their safety. In March, DriverPoint Telematics earned the Gold Stevie Award for Business Intelligence Solution. Developed in collaboration with the Environmental Defense Fund, the Fleets for Change program is expected to reduce fleet emissions levels of participating companies by an average of 20 percent, generating a reduction of more than 500,000 metric tons of greenhouse gases in the first five years. Member companies upload fuel usage and mpg data into a secure database, where they can then track their progress against their own goals and anonymously benchmark against similar fleets with regard to vehicle type and/or class, industry, and fleet size. Current Fleets for Change companies include Coca-Cola, IBM, HP, Xeerox, and Maersk. nd At no cost to companies who join and pledge to reduce their emissions, Fleets ts for Change is helping transform the ennvironmental impact of the commercial al fleet industry.

◗ DriverPoint is built around three

components: GreenDriver online driver training, DriverPoint Telematics, and DriverPoint Performance Scorecard.

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. MAY / JUNE 2012 ■ GREEN FLEET

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Proven

Petroleum The Illinois Green Fleets Program helps reward organizations and individuals for innovation and environmental stewardship. By Barbara Bonansinga

leets frequently have help identifying and advancing their environmental and cost-efficiency goals. In Illinois, one such facilitator is the state Environmental Protection Agency (IEPA) with its Illinois Green Fleets Program. With a motto of “Green Environment, Green Energy, and Green Economics for a Green Illinois,” the program has supported fleets utilizing a number of different approaches to reach their environmental goals.

Investing in Green Efforts The Green Fleets Program has worked with entities ranging from small business fleets to large governmental agencies. For most of them, the No. 1 area targeted is fuel, probably because it is the largest operating cost fleets incur. Darwin Burkhart, who chairs the Chicago Area Clean Cities Coalition and serves as the manager of the Illinois EPA Clean Air Programs, heads up Illinois Green Fleets. Burkhart described some of the help provided by the program. “We’ve distributed rebates for alternative-fueled vehicles and equipment totaling more than $5.3 million in the last 10 years involving more than 8,000 vehicles,” he said. Unlike Energy Policy Act (EPAct) programs, Green Fleets ties its incentives to the use of sustainable fuels, such as E-85, as opposed to providing an incentive to an alternative-fuel vehicle that doesn’t actually use the fuel.

AT A GLANCE The Illinois Green Fleets Program helps fleets improve their environmental footprint by: ● Providing financial support in the form of rebates and other incentives. ● Partnering with engine manufacturers to provide engine upgrades. ● Facilitating the conversion to alternative fuels. 18

The Illinois Green Fleets Program works to promote the achievements of fleets in the state that stand out from their peers in “greening” their fleet operations.

In addition, the Green Fleets program also provides grants for clean diesel projects to clean up everything from bulldozers, mining equipment, tug boats, and locomotives to school buses, transit buses, and long-haul and delivery trucks. In each case, the results have included reduced petroleum consumption, lower emissions, and — probably most important to a vehicle’s viability — cost efficiency. According to Burkhart, investments in Illinois fleets and businesses are paying off. “We’ve provided more than $22 million in funding so far to take 30- to 40-year-old diesel engines and replace them with newer, cleaner burning ones, along with implementing products to reduce idling and exhaust emissions,” he said. The program partners with Caterpillar, International/Navistar, and John Deere, all firms with headquarters in Illinois, to provide the upgrades. These manufacturers are all multinational as well, but the Midwest, in many ways, is the center of the “diesel universe.” “Other states have similar programs and utilize Illinois’ diesel manufacturing companies, sending more dollars back to Illinois and supporting manufac-

turing jobs,” Burkhart added. Partnering happens at the local retail level as well. Car dealers are the conduit for altfueled vehicles and area maintenance and repair shops perform conversions of existing conventional, gasoline-powered equipment to an alternative fuel. One of the more successful diesel projects in the Green Fleets Program involved Peabody Arclar mines, near Harrisburg, Ill. Peabody wanted to enhance employee health and safety by installing new engines on 1970s vintage equipment to reduce the particulate emissions the miners were exposed to. Consistent with the green economics and green Illinois theme in the program motto, the company purchased new Caterpillar engines for some of the equipment used in the mining operation. This not only supported jobs at the manufacturing plant near Peoria, but also provided significant, long-term work for several employees at a local Caterpillar shop in southern Illinois that removed the old engines and installed the new, much cleaner and fuel-efficient models. Though businesses and the public are now fully tuned into miles-per-gallon, fuel efficiency, and reduced emissions, it has taken the economic crisis and its toll on budgets to really drive that response, according to Burkhart. “For many, you have to make a business or budget case first, and I understand that. With the high costs of gasoline and diesel, small businesses and larger companies are looking for other options, realizing that some money upfront will pay for itself hundreds of times over with fuel savings. These types of proactive steps can make a business much more cost efficient,” he said. Additional strategies that Green Fleets has supported with incentives include fleets switching to natural gas or other fuel sources and promoting the use of electricity to power vehicles and equipment.

GREEN FLEET ■ MAY / JUNE 2012

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Reduction Strategies: Part II The Program gets calls from firms such as refuse haulers, too. Four waste management companies in the Chicago area are way ahead of the curve, converting to and replacing trucks with compressed natural gas (CNG)-powered ones, and even installing their own CNG stations. Groot Industries in Elk Grove Village, Ill., is now operating 20 CNG trucks, a trend in the heavy truck sector. According to Burkhart, “CNG is costing [the company] about $2 to $2.20 per equivalent gallon of gasoline or diesel. The savings are significant, especially when their trucks run all day. Still other fleets are exploring propane autogas at $1.70 to $2 per gasoline gallon equivalent.” Burkhart said E-85 and biodiesel also remain very popular alternative fuels, with a growing trend toward hybrids and electric vehicles. In his opinion, “hybrids have paved the way for transitioning to electric vehicles (EVs) as the public gets more comfortable with electricity as a potential fuel source for niche vehicles.” Green Fleets also supports hybrid technology projects for school buses and delivery trucks. Burkhart estimated “the ballpark cost increase for a new hybrid truck or bus is about 15 to 25 percent of the cost of a conventional diesel vehicle. Some fleets voluntarily try new fuels and technologies, others are attracted by tax incentives and rebates, still others wait for the impetus of government regulation to make changes,” he said. There are also some no-cost strategies that are being implemented by fleets that other fleets can adopt. For example, UPS implemented a company policy requiring van drivers to turn the ignition off at stops to cut fuel consumption and emissions from idling. In addition, UPS recently announced a purchase of 100 electric deliv-

ery trucks among its green fleet initiatives. Burkhart also cited the food distributor Schwan’s Food Service as another company ahead of the curve that began switching its trucks to propane autogas almost 30 years ago. Similarly, food delivery company El Milagro in Chicago has been using propane autogas in its fleet of delivery trucks for 10 years. “Many small businesses became the industry leaders in moving to American fuels, even when gas was $1.30,” said Burkhart. Some of the first fleets to qualify as Illinois Green Fleets include Corrigan Plumbing and Hollub Heating, both small companies that switched to natural gas many years ago. According to Burkhart, “back then, they could only say they were cleaner; now, they can also tout the economic benefits. I’m sure they don’t watch the numbers with a wary eye at the local gas stations like the rest of us do.”

Stealing the Spotlight Since a primary program objective is fleet recognition, Green Fleets works to promote the achievements of corporate, small business, government, and other fleets in Illinois that stand out from their peers in “greening” their fleet operations. Members of Illinois Green Fleets are designated by the Illi-

nois EPA for implementing clean American fuels and alternative-fuel vehicles, thereby providing improved air quality and greater energy security. The recognition, branding, and networking opportunities associated with the Illinois Green Fleets Program have resulted in significant media attention for many fleets. This has included reports from major television networks, newspapers, trade publications, and nationally distributed magazines, as well as recognition from local, state, and federal government officials. The IEPA and its partners want to ensure all fleets that take extraordinary efforts with their green fleet initiatives are properly recognized for their efforts and results. The process to apply to become an official Illinois Green Fleet is straightforward. Interested fleets submit an application that includes survey questions on fleet demographics, types of alternative-fuel vehicles and fuel types, along with metrics on consumption. Applications are scored based on predetermined criteria including petroleum displaced and best practices. More information is available at www.illinoisgreenfleets.org.

Green Fleets Success Stories

According to Burkhart, some of the most ex exciting progress made in the evolution of alternative fuels lately has been in fields al such as the lawn care business. su Entrepreneur Eric Hansen is president of Competitive Lawn Service, headquaro tered in Downers Grove, Ill., a company that te originated about 30 years ago. The compao ny provides trucks, trailers, and equipment n for eight to nine crews. fo SOURCE: UPS Hansen began converting company UPS announced the purchase of hybridtrucks to propane autogas a few years ago. electric delivery trucks as part of its green The fleet includes Ford F-250 and F-350 pickfleet initiatives. MAY / JUNE 2012 ■ GREEN FLEET

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PETROLEUM REDUCTION

The list of success stories is long; currently 123 fleets have officially been designated Illinois Green Fleets. The diverse group ranges from zoos to schools, universities and the state fleet, to major metropolitan fleets like the City of Chicago. Select Illinois Green Fleets include: ● Abt Electronics uses biodiesel in its large fleet of delivery trucks and dieselpowered, off-road equipment. It operates 30 flex-fuel vans capable of running on E-85 and two vans recently added to the fleet that run on natural gas. It is also looking to convert its fleet of box trucks over to natural gas. Abt received an Illinois Clean Diesel grant from the IEPA to retrofit eight of its delivery trucks with diesel oxidation catalysts to reduce particulate matter. ● Chicago Park District uses five different types of alternative fuels and vehicle technologies in its fleet: 56 CNG vehicles, two electric vehicles, 48 hybrid vehicles, three E-85 flex-fuel vehicles (FFVs), and B-20 produced in-house for diesel trucks, as well as biodiesel in its tractors and lawnmowers. The company consumes more than 40,000 gallons of alternative fuels annually. ● Northern Illinois University (NIU). Fleet Director Bill Finucane was instrumental in helping the IEPA develop its rules for the Alternate Fuels Rebate Program, which has served as a national model for other states’ incentive programs. The university implemented AFVs in 2004. Currently, two-thirds of the 245-vehicle fleet run on alternative fuels (i.e. E-85, biodiesel, natural gas) or are hybrids. NIU has experienced fuel savings of approximately 100,000 galo lons of petroleum, or more than lo $$300,000 in fuel costs. Campus police patrol campus in hybrids p that increase fuel economy 8-10 th mpg to 40 mpg. m In addition, Finucane proPHOTO PROVIDED BY DARWIN BURKHART

ups with dump beds. Six company trucks are now OEM propane-autogas-powered, utilizing systems developed by ROUSH Performance in Detroit. The ROUSH CleanTech system is bi-fuel and uses liquefied propane autogas (LPG) for power. Hansen said he has also utilized bi-fueled systems developed by The Edge, an Italian firm, and Techno Carb, a developing Canadian firm, which use vaporized propane autogas. The company operates 16 landscape units, including professional mowers employees stand, ride, and walk behind, which are all now propane-autogas-powered as well. In terms of reliability, Hansen said his company has no complaints. To date, he said maintenance is costing his company “less with the propane autogas-powered equipment. So far, we have accumulated between 30,000-40,000 miles on the ROUSH trucks and they’ve been able to extend oil change intervals to 10,000 miles, saving money and fleet downtime.” He also added that “performance is great.” Ford provides the standard warranty for the propane autogas-powered trucks. The company’s bi-fuel units are on a threeyear/30,000-mile warranty for the add-on units. They enjoy the standard manufacturers’ warranty on engine and powertrain, which are not impacted by the additional equipment. Hansen said his company plans to perform minor maintenance, such as filter replacements, themselves and all other maintenance is standard. The primary differences in propane autogas-powered truck system components are in the fuel tank, distribution lines to the engine, regulator system, and the fuel itself. Hansen described the propane autogas systems as “simple and straightforward.”

Eric Hansen, president of Competitive Lawn Service (center), was presented the Illinois Green Fleets designation Feb. 23 by Chicago Area Clean Cities Coalition Co-Chairs Darwin Burkhart and Samantha Bingham.

vided outreach and education on fleet metrics and best practices with numerous Midwestern fleets on alternative-fuel initiatives. ● Dillon Transport operates 280 trucks from terminals throughout the eastern half of the U.S. and Canada transporting fuels, asphalt, dry bulk items, and other temperature-sensitive materials using biodiesel, and is a member of the National Biodiesel Board and an EPA SmartWay Program partner. The company required the use of E-85 in flex-fuel vehicles, and recently committed to the use of liquefied natural gas (LNG) in Ohio transport trucks, resulting in a new public LNG fueling station at a Pilot Flying J truck center. ● DuPage County Division of Transportation has a green fleet policy in which it purchases or converts to alternative fuel as much as possible, including E-85, biodiesel, natural gas, propane autogas, electric, and hybrid vehicles. Of the 500 diverse types of vehicles in its fleet, 43 percent operate on a clean, alternative fuel. These include 108 trucks that run on B-20, B-80, E-85, E-15, or natural gas. In addition, it operates 12 gasoline-electric hybrids and battery-electric vehicles. Some fleets choose among proven strategies and implement the safest, least risky changes already proven in the marketplace aiming toward fuel efficiency. Other fleets are also trying new technologies before the ROI calculations are complete and while the jury is still out on how successful they are. Programs such as IEPA’s Illinois Green Fleets provide the impetus to ensure that methods to reduce the consumption of nonrenewable fuels like petroleum with its associated environmental impacts are developed, available, and utilized. About the Author Barbara Bonansinga has worked in fleet management with the State of Illinois for more than 25 years and is vice president of the National Conference of State Fleet Administrators (NCSFA). She can be reached via e-mail at bbonansinga@sbcglobal.net.

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Clearing the Air in

ST. LOUIS St. Louis Clean Cities is cutting emissions on the banks of the Mississippi. By Julie Sutor, National Renewable Energy Laboratory

➀

➂ ➁

➊ St. Louis Clean Cities (SLCC) helps truckers cut idling through use of auxiliary power units (APUs). ➋ APUs allow truckers to power appliances and climate-control systems without idling the engine. ➌ Fuel-fired heaters help area school districts cut bus idling. ➍ SLCC is taking on highimpact transportation projects, including rail. ➎ SLCC has worked with eight school districts to reduce idling.

➃ ➄

oats, trains, and automobiles in the ects on road, rail, and river. St. Louis region are running a lot Herdler has worked with eight school cleaner these days, thanks in part to the districts in the St. Louis area to install fueltireless work of Kevin Herdler, executive fired heaters in more than 700 school busdirector of St. Louis Clean Cities (SLCC). es. The heaters use a very small quantity of With Herdler at the helm, the organizafuel to warm up bus engines and heat their tion fosters deployment of a broad range of interiors, eliminating the need for drivers alternative fuels and fuel-saving technoloto idle before they set off on routes. gies. In 2011 alone, SLCC’s efforts averted “The heaters have been a blessing for more than 76,000 tons of transportationthese school districts — they’re yielding related emissions and saved 8.5 million huge savings,” Herdler said. gallons of petroleum. Herdler has also worked with hundreds of “As a military veteran, I see the impacts long-haul truckers to cut idling through the of our dependence on foreign oil,” Herdler installation of auxiliary power units (APUs) said. “I like the idea of using American fuel that heat cabs and power appliances, allowand supporting American jobs. And, ing truckers to turn engines off and on top of that, there’s the benefit of maintain cabin comfort. cleaner air.” With funding assistance from the Located at the intersection of sevState of Missouri, SLCC is helping eral railroads, four interstate highan agricultural company upgrade ways, and the mighty Mississippi, a 1953 railroad locomotive with a SLCC is well positioned to take on modern, efficient engine that will use high-impact transportation proj- HERDLER B-20 and is expected to cut overall 22

fuel use by 50-80 percent. In another state-funded project, Herdler is helping a barge cleaning and repair company replace old diesel engines on five of its boats. As of March, three of the boats had been fitted with more fuel-efficient engines and saved 85,000 gallons of diesel fuel in their first six months of operation. “I try to expand our work out into all sectors,” Herdler said. “And, our stakeholders are working hard together to make St. Louis a real green city.”

Get Involved With Clean Cities Through the work of nearly 100 lo coalitions, Clean Cities advances local 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 St. Louis Clean Cities, visit www.stlcleancities.org.

GREEN FLEET ■ MAY / JUNE 2012

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10:00am - 12:00pm

Pre-Conference Vehicle Walk-Around

7:30am - 4:30pm

Registration Open

11:00am - 7:30pm

Registration and Sponsor Displays Open

8:00am - 9:00am

Breakfast

1:00pm - 2:00pm

Welcome and Keynote Address

9:00am - 9:45am

Keynote Address

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• RESEARCH UPDATE ON DRIVER DISTRACTION

• DISTRACTED DRIVING: DANGERS AND DEFENSES • HOW TO COPE WITH A FLEET FATALITY (OR DRIVERS WHO ARE SERIOUSLY INJURED) 2:45pm - 3:30pm

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• ABCs OF FEDERAL AND STATE REGULATIONS AND COMPLIANCE OMPLIANCE FOR MEDIUM- AND HEAVY-DUTY TRUCKS OW TO PREPARE YOURSELF FOR A • HOW AFETY-RELATED LAWSUIT SAFETY-RELATED 3:30pm 0pm - 3:45pm

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• MYTHS VS. REAL REALITY: ALIITY: OPE OPERATION ERA RATI TION TI ON A AND ND M MAINTENANCE A NTENANCEE AI OF ALTERNATIVE-FUEL VEHICLES F ALTERN NATIVE-FU FUEL EL V EHIC EH ICLE LES OW TO OM IN INIM NIMIZ IZEE RI RISK SK EEXPOSURE XPOS XP OSUR UREE WH WHEN EN EEXPATRIATES XPAT XP ATRI RIAT ATES ES • HOW MINIMIZE RIVE C OM OMPA MPANY NY V EH HIC ICLE LESS LE DRIVE COMPANY VEHICLES 4:30pm 0pm - 5:15pm

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• LATEST ATESTT TTRENDS REND RE NDSS IN USING TECHNOLOGY TO INCRE INCREASE EASE FLEET LEETT SSAFETY A ET AF ETY Y ROV VEN N WAYS WAY AYSS TO ENCOURAGE ENC N OURA AGE SAFE SAFE DRIVING DRIV VING BY Y • PROVEN ON-E EMP MPLO LOYE YEEE DR DRIV IV VERS NON-EMPLOYEE DRIVERS 5:15pm 5pm m - 6:00pm

General Session

• HOW OW W TO TO M MAKE AKEE SA AK SAFETY AFE FETY TY Y A “TOP “TO OP DO DOWN” OWN N” EF EFFO EFFORT FORT FO R RT 6:00pm 0pm m - 7:30pm

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Keynote Speaker: Dr. Louis Tijerina, PhD., Ford Motor Company 9:45am - 10:30am

General Session

• NEGLIGENT ENTRUSTMENT LIABILITIES: AVOIDANCE OF LEGAL AND FINANCIAL THREATS 10:30am - 11:15am

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• BEST PRACTICES: SUCCESSFUL POLICIES AND PROGRAMS • COMPAR ARIN ING G NHTSA NHTS NH TSA A AND AND IIHS IIHS SAFETY SAF AFET ETY Y RATINGS RATING RA NGSS TO COMPARING REAL-WO ORL RLD D EX EXPE PERI RIEN ENCE CE REAL-WORLD EXPERIENCE 11:15am - 11:30am

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• PR PROA PROACTIVE O CTIVE COMMUNICATIONS WITH WIT ITH H CO COMPANY DRIVERS EEXECUTIVES X C XE CU UTI T VE VESS AND DRIVER ERSS • FL FLEE EETT SA EE SSAFETY FETY FE TY YB E CH EN C MA MAR RKING, G C OLLABO BOR RATTION A ND FLEET BENCHMARKING, COLLABORATION AND B ESTT PR ES P A TI AC TICE CEES: R EDUC ED DUC U ING COLLISIONS, INJU JU URI RIES ES BEST PRACTICES: REDUCING INJURIES A AND ND DC COSTS OSTTSS OS 12:15pm 12:15p 12 5pm m - 1: 11:30pm 30pm pm m

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• DR D DRIVER RIV IVER IV ER P PROFILING: ROFI RO FILI FI LIING G: PR P PREDICTING RED EDIC ED IC CTI TING GA AND N P ND PREVENTING R VE RE VENT EN NTTIN I G AT-FAULT CRASHES A T-FA TFFA AUL ULT LT CR CRAS ASHE AS HE HES ES 3:15pm 3:15 15 5pm - 33:30pm :300ppm :3 :30p

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Propane

Autogas: Advantages Beyond Financial Incentives

Even beyond federal and state incentives, propane autogas proves a viable fuel source with lower greenhouse gas emissions and reduced fueling costs. By Steve Wayne

AT A GLANCE Beyond financial incentives, propane autogas provides such benefits as: ● Utilization of a cleaner-burning fuel than gasoline or diesel. ● Reduced fueling costs. ● Support of domestically produced resources. 26

Vehicles fueled by propane autogas have equivalent horsepower, torque, and towing capacity as gasoline-fueled models, and emit 12-percent less carbon dioxide, about 20-percent less nitrogen oxide, and up to 60-percent less carbon monoxide than gasoline-fueled vehicles.

he advantages of alternatively fueled vehicles are appealing for many fleet operators today. Rising gasoline and diesel prices, along with directives to be more operationally and environmentally efficient, have prompted many fleet managers to take steps to incorporate these vehicles into existing fleets. Federal and state incentives have allowed fleets to adopt alternatively fueled vehicles. President Barack Obama’s announcement of the National Clean Fleets Partnership in spring 2011, which encourages the use of clean, domestic energy, also encouraged

this adoption. Because of these incentives, some fleet managers wonder if they will be able to afford these vehicles if, and when, the incentives expire. The good news is that vehicles fueled by propane autogas offer advantages that allow these models to operate effectively with or without incentives. Cost savings can come from multiple areas, including the fact that propane autogas burns cleaner than gasoline or diesel. Historical data also supports the typically lower cost of propane autogas compared to other conventional fuels. ➞

GREEN FLEET ■ MAY / JUNE 2012

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The North American market for vehicles fueled by propane autogas is gaining momentum, as fleet managers realize it provides a cost-effective, and high-performing solution.

Considering All Factors Some state and local government incentives support the adoption of vehicles fueled by propane autogas and create new opportunities in the market. In addition, the Propane Education & Research Council (PERC) and the propane industry have taken steps to develop a strong market that provides cost savings in many other ways. A local propane provider can help fleet managers assess the savings potential of vehicles fueled by propane autogas for a given fleet, based on its unique needs. PERC has taken proactive steps to establish the propane autogas market for sustainable growth and provide a solution to fleet managers seeking alternative options. Those efforts have just begun. PERC is increasing the amount of training available for propane providers and fleet managers, and, through continued outreach, has a goal to introduce more fleets to these cost-effeictive, high-performing vehicles.

Leading Alternative Fuel Propane autogas is the nation’s thirdmost common vehicle fuel, after gasoline and diesel, fueling more than 270,000 onroad vehicles today in the United States, according to the U.S. Department of Energy (DOE). These include common fleet vehicles, such as work trucks, delivery vehicles, shuttles, vans, and buses. Worldwide, the number of vehicles fueled by propane autogas is more than 15 million. The development of cost-effective technology has made vehicles fueled by propane autogas a viable option for fleets. With equivalent horsepower, torque, and towing capacity as gasoline-fueled models, these vehicles emit 12-percent less carbon dioxide, about 20-percent less nitrogen oxide, and up to 60-percent less carbon monoxide than gasoline-fueled vehicles. They also are easy to refuel with multiple types of onsite infrastructure available. Onsite refueling stations are compact and easy to install, with costs comparable to installing a gasoline or diesel refueling station.

Propane autogas is the nation’s third-most common vehicle fuel, powering more than 270,000 vehicles today in the United States, according to the U.S. Department of Energy.

Established Foundation PERC is committed to research and development, safety, and training programs that help manufacturers bring new propaneautogas-fueled vehicles to market. PERC conducted market research with fleet managers, which has led to a comprehensive approach to propane autogas market development, including targeted product development, infrastructure expansion, outreach and training, and industry engagement. With funding support from PERC, companies such as ROUSH CleanTech and CleanFuel USA have developed clean, high-performance propane autogas systems for trucks, passenger vans, cargo vans, and cutaway vans with the same factory warranty coverage as comparable gasoline-fueled vehicles. Ford F-Series pickup trucks and chassis cabs, Ford E-Series vans and cutaways, and the Blue Bird Type A (Micro Bird) and Type C (Vision) school buses are offered by ROUSH CleanTech. The General Motors G4500 cutaway van and Collins Type A school bus (NEXBUS) are offered by CleanFuel USA. The DOE has supported PERC’s initiatives through the development of programs that promote the use of alternative fuels. The Clean Air Act Amendments of 1990 has long recognized propane autogas as a uniquely domestic alternative-fu-

el source, as nearly 97 percent of propane autogas consumed in the United States is produced in North American. The department also has supported infrastructure expansion, workshop training, and grants for vehicle development, among other incentives. These initiatives have helped spread the reach of propane autogas, resulting in successful adoption by fleets across the country including ARS/Rescue Rooter, Wright & Filippis, SuperShuttle, and ThyssenKrupp Elevator Americas. Vehicle manufacturers, propane providers, and PERC’s website (www.autog asusa.org) can provide further details. About the Author Steve Wayne is the chief technology officer for the Propane Education & Research Council (PERC). For more information, visit www.propanecouncil.org. PERC was authorized by the U.S. Congress with the passage of Public Law 104284, the Propane Education and Research Act (PERA), signed into law on October 11, 1996. PERC’s mission is to promote the safe, efficient use of odorized propane autogas as a preferred energy source through research and development, training, and safety initiatives. MAY / JUNE 2012 ■ GREEN FLEET

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The Green Fleet

PriceTag Taking a hard-numbers approach to a fleet’s vehicle tailpipe emissions and lifecycle cost data will help improve an ecological footprint without breaking the bank. By Lauren Fletcher & Chris Brown

leet vehicles are a financial asset and an environmental liability. Theyy keep p businesses running, but they’re often a company’s No. 1 source of greenhouse gas emissions (GHGs) and smog-forming pollutants. Cleanerrunning vehicles represent a great opportunity to reduce one’s ecological footprint. But, becoming a better environmental steward comess with a price tag, which is especiallyy tough in a down economy. The lifecycle experts at Vincen-tric, a company that measures and d analyzes the overall cost of owningg and operating vehicles and its impact ct on the value provided to buyers, proovided cost data for popular fleet sedan n and crossover models along with the he outputs of smog-forming pollutants and GHGs, examining which models offer the best combination of lifecycle cost and environmental benefit. Vincentric weighed eight cost factors for configurations in the 2012 model-year to determine overall lifecycle costs for three years/60,000 miles: depreciation, fuel, insurance, opportunity cost, financing, maintenance, taxes and state fees, and repairs. These costs were integrated with the Vincentric Fleet Price, which estimates the acquisition cost for each vehicle in the study. 28

The 2012 Toyota Prius I (pictured above) emits the lowest level of smogfforming pollutants and greenhouse gas emissions of the vehicle’s popular fleet vvehicles reviewed in this analysis. The iinstrument panel and dashboard gauges (shown left) provide drivers realttime driving behavior feedback.

Using data from the U.S. Environmental Protection Agency (EPA), Vincentric calculated GHG (tons per year) and smog (pounds per year) emissions for the threeyear/60,000-mile period.

The Results There are many factors to review when looking at a vehicle’s environmental impact, including total lifecycle cost, the output of smog-forming pollutants, and total GHG emissions. For compact cars, the 2012 Ford Focus S

achieves a combined 30 mpg with a lifecycle cost of $17,628. A close second was the Honda Civic DX with a total lifecycle cost of $17,809. The Toyota Corolla base model rounded out the top three with a total lifecycle cost of $18,248. For intermediate cars, the Volkswagen Jetta SE PZEV achieved a combined 27 mpg and has a total lifecycle cost of only $19,798. The Toyota Camry Hybrid LE came in at a close second with a total lifecycle cost of $19,851. The Volkswagen Jetta Diesel TDI rounded out the top three with a total life-

GREEN FLEET ■ MAY / JUNE 2012

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FLEET MODEL ENVIRONMENTAL IMPACT AND COST ANALYSIS SHOWING LIFECYCLE COSTS WITH SMOG-FORMING POLLUTANTS AND GREENHOUSE GAS EMISSIONS (THREE YEARS/60,000 MILES) SORTED BY LIFECYCLE COST BY SEGMENT VEHICLE

COMBINED MPG

TOTAL LIFECYCLE COST

SMOG

GHG

(LBS., 60,000 MILES)

(TONS, 60,000 MILES)

COMPACT CARS

FORD FOCUS S

$17,628

14.55

19.56

HONDA CIVIC DX

$17,809

21.15

18.36

TOYOTA COROLLA BASE

$18,248

21.15

20.25

TOYOTA PRIUS I

$18,443

11.25

11.73

CHEVROLET CRUZE ECO

$18,900

14.55

17.79

CHEVROLET CRUZE 1FL

$19,128

14.55

19.56

HONDA CIVIC HYBRID

$19,277

11.25

13.35

VOLKSWAGEN JETTA SE PZEV

$19,798

11.25

21.75

TOYOTA CAMRY HYBRID LE

$19,851

11.25

14.31

VOLKSWAGEN JETTA DIESEL TDI

$20,653

21.15

19.62

TOYOTA CAMRY BASE

$20,662

21.15

20.25

TOYOTA CAMRY LE

$21,011

21.15

20.25

FORD FUSION SE

$22,626

21.15

21.75

FORD FUSION HYBRID

$23,224

11.25

15.06

CHEVROLET MALIBU LS

$23,457

14.55

22.59

FORD TAURUS SE

$24,232

21.15

27.96

CHRYSLER 200 LTD

$25,443

14.55

24.45

CHEVROLET MALIBU 2LT

$25,667

14.55

22.59

CHEVROLET IMPALA 1FL

$27,001

14.55

26.70

DODGE CHARGER SE

$27,294

14.55

27.96

CHRYSLER 200 S

$27,574

14.55

26.70

INTERMEDIATE CARS

FORD FUSION AWD

$28,124

21.15

29.37

CHRYSLER 300 BASE

$28,511

14.55

27.96

CHRYSLER 300 C

$35,426

14.55

30.9 25.53

SUVs/CROSSOVERS

FORD ESCAPE XLS 4WD

$22,653

21.15

TOYOTA HIGHLANDER BASE 4-CYL

$22,774

21.15

26.70

FORD ESCAPE LIMITED 4WD

$23,293

21.15

25.53 25.53

CHEVROLET EQUINOX LS

$23,480

14.55

SUBARU OUTBACK BASE PZEV

$23,614

14.55

23.49

CHEVROLET EQUINOX LT

$23,874

14.55

25.53

TOYOTA HIGHLANDER HYBRID 4WD

$24,845

11.25

20.97

FORD EDGE SE AWD

$27,505

21.15

17.79

CHEVROLET EQUINOX LT 3.0L

$25,671

14.55

29.37

FORD EDGE SE

$25,762

21.15

27.96

LUXURY (ENTRY/PRESTIGE)

AUDI A4 2.0T PREMIUM

$26,649

21.15

24.45

AUDI A6 2.0T PREMIUM

$27,536

21.15

20.97

MERCEDES-BENZ C300

$29,920

21.15

27.96

BMW 528I

$30,012

21.15

22.59

VOLVO S60 T6 AWD

$32,536

21.15

27.96

AUDI A4 2.0T PRESTIGE

$32,567

21.15

24.45

BMW 550I

$39,533

21.15

29.37

BMW 550i

$43,542

21.15

32.61

AUDI A6 4.2 PRESTIGE

$43,915

21.15

30.90

Vincentric weighed eight cost factors for configurations in the 2012 model-year to determine overall lifeycle costs for three years/60,000 miles: depreciation, fuel, insurance, opportunity cost, financing, maintenance, taxes and state fees, and repairs.

cycle cost of $20,653. For SUVs/crossovers, the Ford Escape LXS 4WD took the lead with 23 combined mpg and a total lifecycle cost of $22,653. A close second was the Toyota Highland-

er, base model, four-cylinder engine at $22,774. The Ford Escape Limited 4WD rounded out the top three with a total lifecycle cost of $23,293. Finally, taking the lead for luxury (entry

level/prestige) cars was the Audi A4 2.0T premium with 24 combined mpg and a total lifecycle cost of $26,649. With a gap of just under $1,000, the Audi A6 2.0T Premium had the second-lowest total lifecycle cost at MAY / JUNE 2012 ■ GREEN FLEET

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COST OF OWNERSHIP

$27,536 and rounding out the top three was the Mercedes-Benz C300. The next breakdown is by GHG emissions. Taking the lead in this category was the Toyota Prius I, with only 11.73 tons of GHG emissions over three years/60,000 miles. The Honda Civic Hybrid came in a close second with 13.35 tons, and the Toyota Camry Hybrid LE rounded out the top three with 14.31 tons of GHG emissions over three years/60,000 miles. Three vehicles shared the No. 10 ranking with 20.25 tons of GHG emissions over the 60,000-mile range. Looking at smog-forming pollutants, six vehicles shared the top spot with only 11.25 lbs. of smog-forming pollutants over three years/60,000 miles: Toyota Prius I, Honda Civic Hybrid, Toyota Camry Hybrid LE, Ford Fusion Hybrid, and the Toyota Highlander Hybrid 4WD. Fourteen vehicles shared the No. 2 ranking with 14.55 lbs. of smog-forming pollutants over 60,000 miles. While the Toyota Prius I ranked fourth in total lifecycle cost at $18,443 with a combined mpg of 50 (the highest reported combined mpg of all vehicles in this analysis), it was ranked No. 1 in emitting the least amount of smog-forming pollutants and GHG emissions.

Smart Decision Making There is more to performing a green fleet analysis than simply looking at lowest total cost of ownership. This analysis is only a small sample of models and is intended to provide a basis for an individual fleet’s cost analysis, minus many other important factors, such as driver preference and vehicle utility. While alternative-fueled and powered vehicles grab the spotlight, a more complete view of a fleet’s environmental impact requires a measurement of the fleet’s total GHG emissions and smog-forming pollutants. By doing this, less dramatic changes, such as merely switching cylinders on similar models, will show their impact.

GREENHOUSE GAS EMISSIONS (TONS/60,000 MILES) SMOG (LBS., 60,000 MILES)

GHG (TONS, 60,000 MILES)

COMBINED MPG

TOTAL LIFECYCLE COST

TOYOTA PRIUS I

$18,443

11.25

11.73

HONDA CIVIC HYBRID

$19,277

11.25

13.35

VEHICLE

TOYOTA CAMRY HYBRID LE

$19,851

11.25

14.31

FORD FUSION HYBRID

$23,224

11.25

15.06

CHEVROLET CRUZE ECO

$18,900

14.55

17.79

HONDA CIVIC DX

$17,809

21.15

18.36

FORD FOCUS S

$17,628

14.55

19.56

CHEVROLET CRUZE 1FL

$19,128

14.55

19.56

VOLKSWAGEN JETTA DIESEL TDI

$20,653

21.15

19.62

TOYOTA COROLLA BASE

$18,248

21.15

20.25

TOYOTA CAMRY BASE

$20,662

21.15

20.25

TOYOTA CAMRY LE

$21,011

21.15

20.25

Cer

The 2012 Toyota Prius achieved a combined mpg of 50 and emitted only 11.73 tons of greenhouse gas (GHG) emissions and a total lifecycle cost of $18,443.

SMOG-FORMING POLLUTANTS (LBS./60,000 MILES) SMOG (LBS., 60,000 MILES)

GHG (LBS., 60,000 MILES)

COMBINED MPG

TOTAL LIFECYCLE COST

TOYOTA PRIUS I

$18,443

11.25

11.73

HONDA CIVIC HYBRID

$19,277

11.25

13.35

VEHICLE

TOYOTA CAMRY HYBRID LE

$19,851

11.25

14.31

FORD FUSION HYBRID

$23,224

11.25

15.06

TOYOTA HIGHLANDER HYBRID 4WD

$24,845

11.25

20.97

VOLKSWAGEN JETTA SE PZEV

$19,798

11.25

21.75

CHEVROLET CRUZE 1FL

$19,128

14.55

19.56

CHEVROLET MALIBU LS

$23,457

14.55

22.59

CHEVROLET MALIBU 2LT

$25,667

14.55

22.59

SUBARU OUTBACK BASE PZEV

$23,614

14.55

23.49

CHRYSLER 200 LTD

$25,443

14.55

24.45

CHEVROLET EQUINOX LS

$23,480

14.55

25.53

CHEVROLET EQUINOX LT

$23,874

14.55

25.53

CHEVROLET IMPALA 1FL

$27,001

14.55

26.70

CHRYSLER 200 S

$27,574

14.55

26.70

DODGE CHARGER SE

$27,294

14.55

27.96

CHRYSLER 300 BASE

$28,511

14.55

27.96 30.90

CHRYSLER 300 C

$35,426

14.55

CHEVROLET CRUZE ECO

$18,900

14.55

17.79

FORD FOCUS S

$17,628

14.55

19.56

Six vehicles took the No. 1 spot when reviewing the lowest level of smog-forming pollutants, at 11.25 lbs. at three years/60,000 miles, ranging in total lifecycle cost from $18,443 to $24,845.

Footnotes ● Smog-forming pollution is created by two types of vehicle emissions: hydrocarbons (including non-methane organic compounds or NMOG) and oxides of nitrogen (NOx). When combined with sunlight, they create smog. ● Greenhouse gas emissions are a function of fuel combustion. Such gases trap heat in the atmosphere, creating a greenhouse effect. Greenhouse gases emitted from vehicles include carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O), and relatively small amounts of hy-

drofluorocarbons (HFCs) and black carbon. ● Green Fleet used federal emissions (rather than California-based) standards to simplify comparisons. ● This analysis used models with automatic transmissions or fleet model designations. ● Two-wheel-drive only versions were included, unless model or engine level is exclusively four-wheel drive.

GREEN FLEET ■ MAY / JUNE 2012

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Certify Your Green Fleet Operation www.greenfleetcoalition.com

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Coalition Members

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Making the Business Case for

Alternative-Energy Vehicles Fleet managers face a dilemma in justifying the higher acquisition cost for electric-powered vehicles. A new TCO tool from Dow Kokam can help spotlight alternative-energy’s bottom-line benefits. By Cindy Brauer

AT A GLANCE Dow Kokam’s TCO tool to calculate upfront lifecycle costs was developed over six months through: ● Data collected from 18 vehicle types in all fuel-power categories. ● Input from 10 representative industry fleets. ● Recommendations from a fleet advisory council. 32

CUMULATIVE LIFECYCLE COSTS

t is a vexing quandary for any vanced Battery LLC, and the French cycle, and the most effective TCO model acfleet manager considering alfirm Groupe Industriel Marcel Dassault. commodates all work cycle details.” These ternative-energy powered vehicles. Dow Kokam partners with OEMs details include such factors as: How does one make a solid business to integrate its lightweight lithium-ion ● Vehicle function. case to support the higher acquisibattery systems into light-, medium-, ● Hours of operation. tion cost of these advanced-techand heavy-duty vehicles and trucks, ● Route terrain and environment. nology vehicles, particularly with and also works with commercial, mu● Cargo load. INBAR a fixed fleet capital budget? nicipal, and utility fleets to determine ● Type of route: how often the vehicle Electric-powered vehicles can answer the the economic feasibility of operating the altstops and starts. long-term certainty of rising and continualpowered vehicles. ● Idling time. ly volatile fuel prices as well as meet growing ● Number of daily returns to the corporate sustainability concerns. Yet, today’s Considering Hard & Soft Costs warehouse, service center, depot, etc. fleet manager must contend with the dilemAn accurate TCO calculation accounts for ma, “Does embracing these new technoloa fleet vehicle’s hard and soft costs, as well as Identifying Payback Point gies mean purchasing fewer replacement vethe specific details of its work cycle, accordA “robust, adaptable-ready” tool that calhicles each cycle?” ing to Inbar. Hard costs include acquisition culates lifecycle costs upfront and across veThe staff at Midland, Mich.-headquartered price, replacement value, fuel, depreciahicle types and functions, the Dow Kokam Dow Kokam have been working on resolving tion, and maintenance. Soft costs cover facTCO model identifies the break-even point the conundrum. The company, which tors more difficult to quantify, such as probetween conventional and advanced vehidevelops and manufactures technologically ductivity, down time, safety, and efficiency. cle-power technologies, according to Inbar. advanced battery solutions to power the next “There is no one-size-fits-all technology “All fleets want to manage their costs generation of plug-in hybrid (PHEVs) and for every fleet that offers payback,” Inbar said. effectively. They want to be able to define battery-electric vehicles (BEVs), has created a “The technology must fit the vehicle’s work the vehicle payback on lifecycle costs,” she flexible, easy-to-use tool to help calculate total cost of ownership (TCO) for these vehicles, BASE FLEET VEHICLE VS. BATTERY-POWERED-VEHICLE according to Mira Inbar, senior marketing manager for commercial business. Established in 2009, Dow Kokam is owned The break-even by the Dow Chemical Company, TK Ad-

point in cumulative lifecycle costs, between a diesel refuse truck (base fleet vehicle) and a fully electric refuse truck (Dow Kokamenabled vehicle) is three to four years. SOURCE: DOW KOKAM

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Creating the Business Case In identifying break-even points, the Dow Kokam TCO model helps spotlight the hardand soft-cost considerations that can influence the business case for electric-powered vehicles across multiple industries. Under hard -ost savings, in addition to reduced fuel costs — or no fuel costs with an all-electric vehicle — a battery-powered vehicle requires less maintenance. Electricpowered vehicles require no engine repair or oil changes. Reducing friction on vehicle brakes, the battery-power system’s regenerative braking technology increases brake life two-fold, Inbar pointed out. Depending on fleet size, maintenance cost savings could amount to thousands or millions of dollars annually. In addition, she noted, many fleets are considering retaining their battery-pow-

CONVENTIONAL VS. BATTERY-POWERED VEHICLES $70,000

$60,000 CUMULATIVE LIFECYCLE COSTS

added. The lack of accurate data on advancedpower technologies has hampered good business decision making regarding their implementation in fleets. Working with an outside benchmarking data company, Dow Kokam developed its TCO model over six months, collecting and analyzing data across 18 vehicle types in all fuel-power categories — gasoline, diesel, PHEVs, and BEVs. In addition, input from 10 of the top U.S. fleets was sought to ensure the TCO model covered all industry and utilization perspectives. Finally, Dow Kokam also established a Fleet Advisory Council to “weigh in on the model development,” Inbar said. She also noted that the model is continually refined as more data becomes available from increased numbers of electric-powered vehicles on the road. The Dow Kokam TCO model categorizes 10 fleet types (including commercial, delivery, beverage, and refuse) and lists 18 vehicle types, from four-door sedans and lightduty vehicles to medium-duty delivery vans and refuse trucks. “We work with individual fleets to go through their particular vehicle composition. Using our model for every type of fleet vehicle and work cycle, we find the TCO to answer the question, ‘At what point do the operating cost and the acquisition cost break even? ’ ” Inbar explained. Again, she emphasized, no technology will provide payback unless it matches the duty cycle as closely as possible.

$50,000

$40,000

$30,000

$20,000

Conventional Vehicle

$10,000

Dow Kokam Enabled Vehicle

Over a suggested lifecycle of seven years, a plugin hybrid electric (PHEV) pickup truck (Dow Kokamenabled vehicle) compares significantly better in lower annual costs than a gasoline-powered pickup (conventional vehicle). The PHEV vehicle savings are primarily derived from lower fuel and maintenance costs.

$0 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

SOURCE: DOW KOKAM

TOTAL COST OF OWNERSHIP (TCO) COMPARISON Maintenance

Fuel

Acquisition Over the life of the vehicles, reduced fuel and maintenance costs amount to a lower TCO for a plug-in, electric-powered vehicle compared to the same vehicle powered by a conventional internal combustion engine (ICE). SOURCE: DOW KOKAM

Internal Combustion Engine Vehicle

Plug-In Vehicle

ered or battery-electric vehicles longer, thus improving payback (from five to seven years, for example) from prior experiences. As important as the hard cost reductions are the soft-cost savings offered by batterypowered technology. Productivity increases as vehicles stay on the road with fewer maintenance visits. Depending on the vehicle and technology, payload capability may improve as well. The instantly available power means faster starting and stopping times. An electric vehicle’s quiet operation also has had unexpected advantages. “We worked with fleets that have found they can work at night, due to the addition of battery-powered vehicles with their quiet noise levels. And, there’s the benefit of no-noise levels for customers, employees, and the nearby environment,” Inbar said. However, she cautioned, one critical element in an accurate TCO for electric vehicles is rightsizing the battery to the duty cy-

cle. “Batteries are sized and sold according to kilowatt hours. It’s important to optimize the energy provided by the battery to the vehicle work cycle,” she said.

Bringing Costs Down As electric vehicles become more widely used, the economies of scale will help reduce their purchase prices. However, Inbar said, collaboration across the value chain also can help facilitate lower costs. Advanced-technology battery manufacturers such as Dow Kokam “know battery costs need to go down, and we’re working on that. But, other elements such as engineering factors at OEMs, design integration issues, and materials can all be worked out” to bring prices down, she added. In the meantime, tools like Dow Kokam’s TCO model can help fleet managers make the long-term business case to incorporate alternative-fuel vehicles in their fleets. MAY / JUNE 2012 ■ GREEN FLEET

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VEHICLESHO GREEN

Five vehicles covering the gamut of fuel options can help fleets improve fuel efficiency, lower operating costs, and reduce dependence on foreign oil.

HYBRIDELECTRIC & PLUG-IN ELECTRIC

FORD C-MAX HYBRID AND C-MAX ENERGI Ford Motor Company launches two new vehicles for the 2013 model-year, the C-MAX Hybrid and C-MAX Energi plug-in hybrid built on the company’s global C-segment platform. The C-MAX Hybrid features a lithium-ion battery pack, and its regenerative braking system recaptures more than 95 percent of braking energy normally lost, reusing the energy to power the battery. SmartGauge with EcoGuide

Ford is offering the new C-MAX vehicles in both Hybrid and Energi plug-in electric versions for the 2013 model-year.

provides real-time driving and efficiency information. The C-MAX Energi is expected to deliver a 500-mile overall driving range and can be charged by a standard 120V or available 240V charging station. A hands-free liftgate provides quick and

easy access to cargo, and a sensor allows a simple kicking motion under the rear bumper to open the trunk. Scheduled to hit showrooms in the second-half of 2012, the vehicles will be built at Ford’s Michigan Assembly plant in Wayne, Mich.

TOYOTA PRIUS PLUG-IN The Toyota Prius Plug-in Hybrid comes with two fueling choices, gasoline and electricity, and features an EPA mileage rating of 95 MPGe* in electricvehicle mode driving or 50 mpg** in normal driving. The Prius Plug-in Hybrid is engineered for dedicated electric driving capability, featuring a lithium-ion battery that can be fully recharged using a 120V outlet, completely charging the battery in about three hours, according to the company. A 240V outlet will charge it in about half that time. The hybrid can be run in EV mode up to 62 mph for up to 11 miles. After that, it operates like the conventional Prius, reducing “EV range anxiety” by seamlessly transitioning from EV to normal hybrid operating mode. The vehicle is a five-seater with the same cargo space and features as the 34

The Toyota Prius Plug-in Hybrid can run in EV mode up to 62 mph for up to 11 miles before switching to normal hybrid operating mode.

conventional Prius. The Plug-in also includes navigation, integrated backup camera, front seat heaters, and 60/40 split fold-down rear seats as standard equipment. The Prius Plug-in Hybrid qualifies for the California Advanced Technology AT-PZEV and Federal Tier2/Bin-3 emission rating. Federal, state, and local subsidies may be available for

the Prius Plug-in; vehicle sales may be restricted to ZEV states*** until 2013. * 2012 EPA combined estimated miles per gasoline gallon equivalent (MPGe). **51 city/49 highway/50 combined mpg estimates. Actual mileage will vary. ***ZEV states include AZ, CA, CT, ME, MD, MA, NJ, NY, OR, RI, and VT.

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ESHOWCASE PROPANE AUTOGAS

FREIGHTLINER S2G LPG CleanFUEL USA, a supplier of propane-autogas infrastructure and engine systems, has teamed with Freightliner Custom Chassis Corporation (FCCC) to introduce a propane-autogas-fueled vehicle option for the medium-duty commercial market. The new Freightliner S2G chassis is equipped with CleanFUEL USA liquidpropane-injected engine technology. Built on Freightliner’s popular S2 chassis, the S2G’s 8.0L, 325 hp engine offers clean-burning propane-autogas engine technology on a platform already known for its durability, reliability, ma-

CLEAN DIESEL D

Frieghtliner’s new S2G chassis features an 8.0L, 325 hp engine with propane-autogas technology.

neuverability, and design flexibility. As a propane-autogas-fueled option for the medium-duty commercial market, the

Freightliner S2G chassis is suitable for pickup and delivery, school transportation, and municipal applications.

AUDI A3 TDI

The Audi A3 TDI 2.0L clean diesel engine brings with it S tronic and front-wheel-drive, 140 hp, and 236 lb.-ft. torque. The engine is an inline four-cylinder turbocharged clean diesel with common rail direct injection and piezoelectric injectors. Driving dynamics include McPherson front suspension and multilink independent rear suspension, and speed-sensitive electromechanical power steering. Both the Premium and Premium Plus TDI package feature 17-inch wheels with all-season tires, dual-zone automatic climate control, a six-way manual driver seat, and leather seating surfaces. The Premium Plus package adds Bluetooth mobile phone prep and illumination and storage packages.

The Audi A3 is offered in a TDI clean diesel version featuring a 2.0L inline fourcylinder engine.

MAY / JUNE 2012 ■ GREEN FLEET

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GREEN TALK

Green Fleet Initiatives Gain Momentum Despite Cost Constraints

ustainability continues to gain importance as a top job responsibility for many fleet managers. Corporations, especially multinationals, recognize that they must be environmental stewards to reduce their corporate environmental footprint. Vehicle fleets are key contributors to greenhouse gas (GHG) emissions and offer a way to make quick emissions reductions. Since most companies replace approximately one third of their fleet vehicles each year, they can tailor selectors to favor more fuel-efficient vehicles. More and more fleet managers are reporting management has asked them to report on the environmental impact of the company’s fleet. A growing number of multinational corporations are measuring overall emissions and establishing baselines to track reduction of their carbon footprint. The types of vehicles deployed can have a dramatic environmental impact as witnessed by DPF and SCR technologies, which, since their mandated introduction, have greatly reduced diesel emissions.

Obstacles to Greening a Fleet As vehicle replacement cycles are returning to traditional parameters, commercial fleets are replacing older, higher-emissions vehicles with new, more fuel-efficient models. Although replacement cycling remains extended at government fleets, many are disposing of older units that can no longer pass smog tests. For many fleets, high acquisition costs for greener vehicles, plus the lack of fleetappropriate models, continue to be barriers to fleet sustainability initiatives. Today’s constrained capital budgets limit the funds to replace units, especially green vehicles, which run counter to sustainabil-

ity initiatives. This failure to replace aged vehicles contradicts carbon-emissions reduction plans. One response to fiscal constraints is to, instead, focus on driver behavior as a way to increase fuel efficiency to meet environmental goals. Another obstacle to migrating to a greener fleet is that it adds complexity to a fleet operation. For instance, tighter emission regulations for on- and off-road heavy equipment add complexity in terms of maintenance, technician training, parts inventory, etc. Another reason greening a government fleet, especially municipal fleets, is difficult is because the largest percentage of fleet vehicles are in public safety. Until alternativefuel solutions are available for police patrol vehicles and fire apparatus, which police officers and firefighters will accept, the use of alt-fuel vehicles by municipalities will be limited. Despite these constraints, “green initiatives” continue to gain priority at many corporate fleets and political subdivisions. A growing number of companies have made public commitments to green their fleets. For instance, AT&T, Best Buy, CocaCola, Enterprise Holdings, FedEx, FritoLay, GE, Johnson Controls, Inc., OSRAM SYLVANIA, Pacific Gas and Electric, PepsiCo, Ryder, Schwan’s Home Service, Staples, ThyssenKrupp Elevator, UPS, Veolia Environmental Services, and Verizon have joined the U.S. Department of Energy’s National Clean Fleets Partnership to reduce gasoline and diesel consumption. These corporations, along with many others, are committed to acquiring low-emissions vehicles. These organizations recognize that fleet can play a significant role in achieving emissions-reduction goals. Some goals are very ambitious. For instance, the City of Austin, Texas, has a goal to be carbon neutral by 2020.

MIKE ANTICH

On the corporate side, AT&T recently deployed its 5,000th alternative-fuel vehicle in its fleet, part of a 10-year plan to spend up to $565 million to deploy approximately 15,000 alt-fuel vehicles through 2018. Another corporate green pioneer is Schwan’s Home Service, where approximately 73 percent of its 5,000-unit fleet is now powered by propane autogas. A growing number of business plans require fleets to incorporate alternativefueled vehicles and equipment whenever possible, so long as the units meet operational requirements and it is economically feasible. For instance, Coca-Cola has made a strong commitment to green its fleet, which now consists of more than 700 hybrid-electric, medium-duty trucks. On the public sector side, the City of Fort Wayne, Ind., implemented a “Green City” initiative, reducing emissions from its municipal equipment by 30 percent. Similar efforts by the City of Sacramento, Calif., have decreased GHG emissions by 1,717 metric tons.

Where There’s a Will, There’s a Way The bottom line is that fleets want to be environmentally friendly, but are often hamstrung by fiscal constraints when procuring greener vehicles. But, as many fleets have shown, where there is a will, there is a way to meet fleet sustainability goals, despite fiscal austerity. If you want to learn from these fleets, I encourage you to attend the 2012 Green Fleet Conference, produced by Bobit Business Media, to be held Oct. 2-3, 2012, at the Renaissance Schaumburg in Schaumburg, Ill. If you’re interested in greening your fleet, this is the one conference you can’t miss. Let me know what you think. mike.antich@bobit.com

GREEN FLEET ■ MAY / JUNE 2012

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THE ZERO COMPROMISE

ALTERNATIVE FUEL SOLUTION 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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Navigating the corporate world is easier in a Symmetrical All-Wheel Drive Subaru.

Fuel-efficient, 4-cylinder SUBARU BOXER速 engines? Check. ALG award for Highest Predicted Resale Value in the Industry?* Check. Low Total-Cost-of-Ownership (TCO)? Check. And on top of it all, 96% of Subaru vehicles built in the last 10 years are still on the road.**

Visit fleet-central.com to find out more, or contact a Subaru fleet professional at 1-800-879-8233.

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