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Transcript of Green Fleet Magazine July/August 2012
PG&E:MODEL OF SUSTAINABILITY GO GREEN — ‘ELECTRIFY’
NATURAL GAS IN THE REAL WORLD
A BOBIT PUBLICATION WWW.GREENFLEETMAGAZINE.COM JULY / AUGUST 2012 ● VOL. 2, NO. 4
DECISIONS,DECISIONSRETROFITTING TO A CLEANER FLEET
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*Coming spring 2012.
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Alternative fuel options found here.
Turn to Ford for a wide range of alternative power choices.
Beyond fl ex fuel, diesel and bio-diesel, many of our work
vehicles also off er CNG/LPG conversion. You can also
choose from a number of hybrid models, as well as the
2012 Transit Connect Electric and 2012 Focus Electric.*
To fi nd out how Ford technology can take your company
in new directions, visit fl eet.ford.com.
GFLEET_992-1.indd 1GFLEET_992-1.indd 1 6/7/12 1:41 PM6/7/12 1:41 PM
CONTENTS12 Decisions, DecisionsRetrofi tting a used or new fl eet vehicle to an alternative-fuel system is relatively
easy. Choosing the best one for the fl eet can be hard.
16 Georgia Power Fulfi lls Green GoalsAdding more alternative-fuel vehicles and continuing research on cleaner-burning
fuels are just a few ways the utility is achieving sustainability.
18 PG&E Goes for the GreenPacifi c Gas and Electric (PG&E) Company has established a model of sustainability
with its mixed alt-fuel fl eet. Among its innovations: electrifi ed bucket trucks.
21 Ecolab Boosts GHG-Reduction EffortsEcolab has been able to signifi cantly reduce greenhouse gas (GHG) emissions and
improve fuel effi ciency in its fl eet operations since 2006.
22 ‘Electrify’ Your FleetAlthough everyone seems to be “going green,” it’s not always easy to fi nd a home for
electric vehicles.
25 Breathe Free and DriveGranite State Clean Cities Coalition is deploying natural gas vehicles and biodiesel
in New Hampshire.
26 Bringing Suppliers Together to Achieve Sustainability GoalsDeli Express collaborated with several fl eet suppliers to achieve positive sustainable
changes through the use of traditional fuels and a new, fuel-effi cient truck design.
28 Real-World Fleets Put Natural Gas Vehicles to the TestA cost-eff ective alternative to conventionally powered vehicles, natural gas is
utilized in several diff erent fl eet segments and is producing strong results.
4 On the Web
6 Letters
8 Industry News
34 Green Vehicle Showcase
36 Editorial
departments
28
22
26
12
GREEN FLEET ■ JULY / AUGUST 20122
featuresJ U L Y / A U G U S T 2 0 1 2 ● V O L U M E 2 ● N O. . 4
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Westport™ LD a division of Westport™ Innovations - the world leader in natural gas engine
technology - has revolutionized the process for ordering and taking delivery of a CNG truck.
Now you can order a complete bi-fuel truck with the Westport WiNG Power System directly from an authorized
Westport LD Ford dealer. You get a predictable delivery date, single-transaction invoicing, and your trucks
are Key-Ready for your drivers when they arrive at the Ford dealer or your drop-ship location. Plus, the
WiNG system is completely integrated into the OEM manufacturing process so your warranty remains intact
and all WiNG components and workmanship are warranted to the same levels as the vehicle itself.
The simple, smart, Key-Ready process for bi-fuel trucks. It’s the OEM experience... and it’s here today.
For more info: Call 734-233-6850 Visit wingpowersystem.com Email [email protected]
Scan this on
your smart phone
for more info.
Westport WiNG™ Power System
NO KITS | NO CONVERTERS | NO COSTLY RUN AROUND
Only from Westport™ Light Duty
The First. The Only.
EXPERIENCE
Order and take delivery of your Westport WiNG™ Power
System truck directly from an authorized Ford dealer.
CONTENTS
GFLEET0712toc.indd 3GFLEET0712toc.indd 3 6/7/12 2:43 PM6/7/12 2:43 PM
?Propane – Autogas, Liquid Propane Gas
News about fl eets and how-to information interested readers in GreenFleetMagazine.com’s Propane Channel during May and early June 2012.
Here are a few popular news items from this Channel:
● Baltimore Deploys Its First Propane Autogas Taxi Fleet
● PERC Offers Tips for Refueling Vehicles Fueled by Propane Autogas
● Wisconsin Green Vehicles Workshop Features Propane Autogas Technology
1 $20 MILLION AVAILABLE FOR CLEAN DIESEL PROJECTSThe U.S. Environmental Protection Agency (EPA) announced the availability
of up to $20 million in FY 2012 grant funding to establish clean diesel projects.
2 NEW STUDY ANALYZES TOTAL COST OF OWNERSHIP FOR ALT-FUEL VEHICLESWhile alternative-fuel vehicles carry an
up-front cost premium, the total cost of ownership over the lifetime of the vehicle can be lower than conventional internal combustion engine (ICE) vehicles, according to Pike Research.
3 $5 MILLION AVAILABLE TO HELP EXPAND THE USE OF ALTERNATIVE FUELSThe U.S. Department of Energy funding
is intended to help streamline and quicken permitting processes and coordinate alternative-fuel and electric-vehicle infrastructure deployment across state, regional, and local governments.
4 CODA MAKES FIRST FLEET SALE TO AEP OHIOCODA Automotive, the developer and manufacturer of the all-electric CODA,
announced the delivery of its fi rst fl eet vehicle sale to AEP Ohio, a unit of American Electric Power.
5 PERC OFFERS TIPS FOR REFUELING VEHICLES FUELED BY PROPANE AUTOGASThe Propane Education & Research
Council (PERC) offers solutions for common propane autogas refueling questions.
NOWWHAT YOU’RE READING...WHAT YOU’RE READING...
Interested in starting your own blog? Go to www.fleetblogs.com for more information.
GREEN FLEET ■ JULY / AUGUST 20124
What What We’re We’re BloBlogggiginng g AboutAbout
Top 5 Most Top 5 Most Popular Stories Popular Stories as ofas of May 30, 2012May 30, 2012
WWW.GREENFLEETMAGAZINE.COM
● May 30Fuel for ThoughtWhen Does It Stop?
● May 22Talking TCODiverting From a Collision Course
● May 18Biggest BrotherHow Custom GPS Reports Are Made
● May 16Domestic Fuels: Made in AmericaAlternative Fuels: Divided we Stand!
● May 16Shoes for Your FleetTire Infl ation Pressure — Check it Out!
FLEET BLOGS:The Voice of the Fleet Community (www.fl eetblogs.com)
CHANNELHIGHLIGHTS
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©2012 BMW of North America, LLC. The BMW name, logo, model names are registered trademarks.�8IJDIFWFS�DPNFT��STU��'PS�EFUBJMT�PO�#.8�6MUJNBUF�4FSWJDF® visit bmwusa.com/ultimateservice.
ALL GREEN. PLENTY OF ENVY.
TO LEARN MORE VISIT BMWUSA.COM/FLEET
At the BMW Group, we’ve been developing innovative technology to help protect the environment for decades — andOBNFE�UIF�XPSMEѳT�NPTU�TVTUBJOBCMF�BVUPNPCJMF�NBOVGBDUVSFS�CZ�UIF�%PX�+POFT�4VTUBJOBCJMJUZ�*OEFYFT�GPS�TJY�DPOTFDVUJWF�ZFBST��0VS�#.8�(SPVQ�$PSQPSBUF�'MFFU�1SPHSBN�PGGFST�WFIJDMFT�UIBU�BDIJFWF�HSFBUFS�QPXFS�XJUI�JODSFBTFE�GVFM�FG�DJFODZBOE�GFXFS�FNJTTJPOT��"MM�UIBU�QMVT�UIF�WBMVF�PG�OP�DPTU�NBJOUFOBODF�GPS�UIF��STU���ZFBST�PS��� ����NJMFT*.
4OBQ�UIJT�23�DPEF�XJUI�ZPVS�TNBSUQIPOF�to view our brochure and learn more about
great options like no-cost maintenance.
BMWFleet Program
bmwusa.com/fleet?
GFLEET0712webtoc.indd 5GFLEET0712webtoc.indd 5 6/7/12 1:54 PM6/7/12 1:54 PM
Part of a New TransitionWe see alternative powertrains as a re-
quirement to move toward the goal of zero
emissions. We believe that electric vehicles,
for example, will fi nd a higher adoption rate
within fl eets as opposed to consumer mar-
kets. We will support this evolution. Fossil
fuels are history. We are at the beginning
of a new market disruption regarding al-
ternative fuels.
In order to look into the future, we must
look at history. “Th ere will never be more
than 1 million units because of limited
availability of good drivers,” according to
the Daimler Company in 1895. Th ey were
wrong. By 1918, we had more than 8 mil-
lion passenger cars. Today, there are more
than 600 million. In the fi rst seven years of
production, engineers actually designed
whip holders into automobiles, even though
there were no horses. Regarding demand,
Henry Ford once said, “If I had asked my
customers what they wanted, they would
have said a faster horse.” He didn’t just give
them what they wanted — he innovated.
So, what has changed? Th e answer is clear:
Technology is accelerating at a faster pace
than ever before in human his-
tory. Its exponential growth can-
not be stopped.
Th e problem with alternative-
fueled powertrains versus fossil-
fueled powertrains is that the
analysts and customers think in
relatively short terms. Th ey are
not trained to predict anything
reasonable outside of four to
six quarters. Wall Street has created this
culture. Long-term predictions rarely factor
in the accelerating pace of technology. For
example, new models used to take fi ve to
seven years to develop from the fi rst sketches
to production. Today, three years is more
the norm. Long-term predictions usually
take customers’ wishes into consideration,
which bring us right back to the dilemma
that Henry Ford faced.
Should the innovators of tomorrow,
the market leaders of the next generation,
create mobility based upon antiquated fuel?
If one takes an objective look at what is
happening today, the question has already
been answered. We have the great privilege
of being part of this new transition, which
will bring exciting new opportunities.
Bruce MacLaren Sr. Category Manager
Auto Category ManagementMicrosoft
Munich, Germany
Bruce MacLaren was named the Inter-
national Fleet Manager of the Year in 2010
by Fleet Europe magazine.
— Editor
Reduced Idling = Reduced Emissions
Idling is a major cause of
wasted fuel. (See the Green
Talk editorial in the March/
April 2012 issue.) Another
way that companies are fail-
ing to reduce fuel consump-
LETTERS
GREEN FLEET ■ JULY / AUGUST 20126
tion is in their disbelief and resistance in
the benefi t of the right type of fuel treat-
ment that will improve fuel consumption
and emissions. I know that my product
is not the only comprehensive fuel tech-
nology solution on the market, but, it is
one of the best, and I continue to get re-
sistance every day from those who think
they are experts and know everything
there is to know about fuel consumption.
I have seen data on fuel treatments that
validate savings from 7- to 10-percent
in fuel consumption and 25- to 30-per-
cent reductions in emissions. If compa-
nies were truly interested in both of these
savings, they would be testing everything
they could fi nd.
Until the word comes down from upper
management that this must be done, it will
continue to meet resistance and not be done.
I had one municipality in North Carolina
that wouldn’t consider our product because
they would have to allocate time/person-
nel to make sure that our very concentrat-
ed product (one gallon treats 10,000 gal-
lons of fuel) was put in their storage tanks
three times a week. It could have poten-
tially saved them 240,000 gallons of fuel
per year. Don’t you think they could have
found some funds from the savings for the
allocation?
Fleet management has to change their
thinking and priorities before this will
change. It is beginning, but very slowly.
Th ere are tremendous savings to be had
all across the spectrum of vehicles. I have
seen the savings fi rsthand.
Health Risks from IdlingI want to thank you for the editorial you wrote re-
cently for Green Fleet entitled, “Reduced Idling = Re-
duced Emissions.” (See Green Talk editorial in March/
April 2012 issue.) It is very informative and nicely
encapsulates the benefi ts of idle reduction for fl eets.
I was a coordinator of Vermont Idle-Free Fleets,
an American Lung Association program showing
fl eet operators in Vermont the benefi ts of idling
reduction and of adopting idling reduction poli-
cies. With this eff ort, 15 business and municipal fl eets adopted
policies impacting up to 570 trucks. One benefi t we were sure to
educate fl eet operators about was the health impact of idling, es-
pecially diesel. Th ere is a good amount of information out there
on the toxicity of diesel exhaust from the American Lung Asso-
ciation and the Clean Air Task Force.
Th e only suggestion I’d like to make is to throw
in some information on the health impact of idling.
While I fi nd that most fl eet operators are most mo-
tivated by the fi nancial aspects of idle reduction, our
information has helped them become more aware of
the health issue. Someone with your infl uence can
certainly raise awareness in the industry of yet an-
other signifi cant reason why it’s benefi cial for fl eets
to take steps toward being more fuel effi cient.
Wayne MichaudDirector
IDLE-FREE VT Inc.Bristol, Vt.
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BBM Acquires Newport Business Media TORRANCE, CA – Bobit Business Media (BBM), the publisher
of Green Fleet, has acquired Newport Business Media’s publish-
ing properties — Heavy Duty Trucking (HDT), TruckingInfo.
com, Heavy Duty Aftermarket Journal, and Newport Poster
Network.
“Th ese heavy truck properties fi ll a void we’ve had in our fl eet
coverage. Now, we cover all the fl eet vehicle markets and we can
build a powerful fl eet database,” said Ty Bobit, president/CEO of BBM. “HDT is the
most recognized and honored magazine in the commercial vehicle fi eld, and TruckingInfo.com
is the No. 1 website in trucking. We’re thrilled to have these quality properties, along with their
experienced staff , as part of our company. Th eir addition makes BBM the largest fl eet media
company in the world.”
Newport Business Media has been owned and operated by the Hutchinson family for 60 years.
Kate Miller, president of the Newport Business Media properties, based in Schaumburg, Ill., will con-
tinue to lead those brands as VP/group publisher – truck within the renamed Bobit FleetGroup, which
is led by corporate VP Sherb Brown. Th e Newport staff is expected to join BBM.
To subscribe to HDT or one of its sister publications, go to www.truckinginfo.com/contact-us.asp.
NGVAmerica Partners with 2012 Green Fleet ConferenceWASHINGTON AND TORRANCE, CA – Natural Gas Vehicles for America (NGVAmerica) plans
to host its 2012 National NGV Conference-Summit Oct. 3-5 in conjunction with Bobit Business
Media’s 2012 Green Fleet Conference, which will be held Oct. 2-3 in Schaumburg, Ill.
Th e Green Fleet Conference is a two-day event designed to give fl eet professionals the informa-
tion, resources, and industry connections they need to save money, increase effi ciency, and stay
up-to-date on the latest developments in alternative-fuel vehicle technologies.
NGVAmerica’s National NGV Conference-Summit brings together industry stakeholders,
clean-air/clean-transportation policymakers, and progressive fl eet managers to discuss strategies
to develop a sustainable, robust natural gas vehicle market utilizing America’s abundant natural
gas resources while creating American jobs.
More information about the Green Fleet Conference is available at www.greenfl eetconference.com.
SMYRNA, DE – The state of Delaware was recently featured on an episode of MotorWeek, which highlighted the State’s truck stop electrifi cation program. To help eliminate wasteful idling, the State has installed 24 electrifi ed parking areas through a federal grant in partnership with the Delaware Clean Cities coalition. The units allow truckers to complete-ly shut down their engines, while still providing heat-ing, cooling, and access to cable and the Internet. An estimated 44,000 gallons of diesel fuel is ex-pected to be saved annually, along with a reduction of 500 tons of CO2 emissions. The episode premiered April 28 on Maryland Pub-lic Television’s MotorWeek program. Previous seg-ments in the series are now available on the Alternative Fuels and Advanced Ve-hicles Data Center (AFDC) website at www.afdc.energy.gov/afdc. New segments will be posted as they air.
DELAWARE INSTALLS ELECTRIFIED PARKING AREAS FOR TRUCKS
INDUSTRY NEWS
GREEN FLEET ■ JULY / AUGUST 20128
GRN0512safetykleen.indd 1 4/6/12 8:20 AM
“ h
Bi-fuel and dedicated CNG Ford F-250 or F-350 models are available to test drive from Venchurs Vehicle Systems for fl eet managers considering the alternative-fuel trucks.
CNG Ford Truck Demo Fleet Available Through VenchursADRIAN, MI – Venchurs Vehicle Systems (VVS), which off ers bi-fuel and
CNG-dedicated work trucks, has launched a new nationwide demo program
that will allow fl eet managers the opportunity to get behind the wheel of a
CNG truck for short-term testing.
Fleets that are interested in adding CNG Ford F-250s or F-350s to their
workforce will have the opportunity to apply for Venchurs’ short-term loaner
program.
Th e bi-fuel system allows for seamless transitioning between CNG and
gasoline, off ering a total fuel range of up to 650 miles, while allowing vehicles
to maintain the same power and towing/hauling capacity, according to VVS.
For additional information, visit www.VenchursCNG.com or call (855)
264-4300.
PHOTO: VENCHURS VEHICLE SYSTEMS
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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 refi ner
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 refi ned 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 fl eet and the environment in a sustainable way.
And that’s protection everyone can benefi t from.
EcoPower is more than just engine oil. It’s part of a much bigger effort by Safety-Kleen, the largest collector and refi ner
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 refi ned 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 fl eet and the environment in a sustainable way.
And that’s protection everyone can benefi t from.A CHANGE FOR THE BETTER.A CHANGE FOR THE BETTER.
©2012 SAFETY-KLEEN SYSTEMS, INC.
PROTECTPROTECT
ecopoweroil.comecopoweroil.com
S:10 in
GRN0512safetykleen.indd 1 4/6/12 8:20 AMGFLEET0711news.indd 9GFLEET0711news.indd 9 6/7/12 1:57 PM6/7/12 1:57 PM
INDUSTRY NEWS
GREEN FLEET ■ JULY / AUGUST 201210
All-New Toyota RAV4 EV UnveiledLOS ANGELES – Toyota Motor Sales, U.S.A. recently revealed the all-new Toyota RAV4 EV. Th e
all-electric SUV has an expected driving range of approximately 100 miles and charging time of
approximately six hours on a 240V/40A charger.
Driving performance, dynamics, and cargo capacity of the all-electric SUV are equal to or
exceed the gasoline-powered RAV4 V-6, which arrives fully equipped with an MSRP of $49,800,
according to the automaker.
Toyota worked with Tesla Motors over 22 months to bring the product to market. Designed for
customer ease of use and maximum vehicle range, the RAV4 EV is a combination of Tesla’s bat-
tery and electric powertrain and Toyota’s SUV model.
Th e front-wheel-drive RAV4 EV allows drivers to
select from two distinctly diff erent drive modes, Sport
and Normal. In Sport mode, the vehicle reaches 0-60
mph in just 7 seconds and has a maximum speed of
100 mph. Normal mode achieves 0-60 mph in 8.6
seconds with a maximum speed of 85 mph. Maxi-
mum output from the electric powertrain is 154 hp
(115kW) at 2,800 rpm.
Th e RAV4 EV will go on sale in late summer 2012
through select dealers, initially in four major Califor-
nia metropolitan markets including Sacramento, the
San Francisco Bay Area, Los Angeles/Orange County,
and San Diego. Sales volume is planned for approxi-
mately 2,600 units over the next three years and the
battery warranty is eight years or 100,000 miles, ac-
cording to the manufacturer.
www.greenfl eetmagazine.com
Vice PresidentGroup Publisher, FleetGroupSherb Brown(310)533-2451
Editor and Associate PublisherMike Antich(310) 533-2467
Managing EditorLauren Fletcher(310) 533-2415
Senior EditorGrace L. Suizo(310) 533-2414
Associate EditorChris Wolski(310) 533-2442
Web EditorGreg Basich(310) 533-2572
Field EditorAl Cavalli
Production DirectorKelly Bracken
Production ManagerBrian Peach(310) 533-2548
Art DirectorArmie Bautista
Subscription Inquiries(310) 533-2440
www.GreenFleetMagazine.com/Subscription
National Sales ManagerSherb Brown(310) [email protected]
District Advertising Managers
West Coast Sales ManagerJoni Owens(310) [email protected]
East Coast Sales ManagerEric Bearly(310) [email protected]
Great LakesRobert Brown Jr.1000 W. University Dr., Ste. 209Rochester, MI 48307(248) 601-2005 • Fax (248) [email protected]
Sales & Marketing CoordinatorTracey Tremblay(310)[email protected]
ChairmanEdward J. Bobit
CEOTy F. Bobit
CFORichard E. Johnson
Business and Editorial Offi ceBobit Business Media3520 Challenger St.Torrance, CA 90503-1640Fax: (310) 533-2503Printed in U.S.A.
s
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m
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n
Working in partnership with Tesla Mo-tors, Toyota has developed the RAV4 EV. The all-electric SUV delivers 154 hp and a range of 100 miles.
Isuzu Speeds Up Process for Alt-Fuel Truck ConversionsANAHEIM, CA – Isuzu Commercial Truck of
America, Inc. (ICTA) announced a new process
that will enable Isuzu dealers to more quickly
convert or modify gasoline-powered NPR-HD
(14,500-lb. GVWR) trucks for their customers.
When placing orders for new trucks, Isuzu
dealers can select a ship-thru option to indicate
that they have arranged to have the trucks modi-
fi ed at one of two independent modifi cation cen-
ters near the trucks’ Charlotte, Mich., assembly
plant. Following the modifi cation, the center will
return the trucks to ICTA, which will then trans-
port them to the dealers that ordered the units.
Th is new process will eliminate unnecessary
dealer-incurred transportation expenses and will
shorten the amount of time necessary to obtain
alternative-fuel conversions and certain other types of modifi cations, according to ICTA.
Utilimaster, Inc. off ers compressed natural gas/liquefi ed propane gas (CNG/LPG) alternative-
fuel conversions and other modifi cations for Isuzu trucks to dealers and customers at a modifi ca-
tion facility located on the Spartan Motors, Inc., campus in Charlotte. IMPCO Technologies, Inc.
off ers CNG alternative-fuel conversions at the IMPCO modifi cation facility in Union City, Ind.
-
-
l Isuzu Commerical Truck of America has launched a new process to speed the conversion of gasoline-powered NPR-HD trucks to compressed natural gas or pro-pane autogas.
PHOTO: ISUZU COMMERCIAL TRUCK OF AMERICA
PHOTO: TOYOTA MOTOR SALES USA
GFLEET0711news.indd 10GFLEET0711news.indd 10 6/7/12 1:57 PM6/7/12 1:57 PM
Lower your Total Cost of Ownership. Not your expectations.
Learn more at subaru.com or contact a fleet professional at 1-800-879-8233.
2012 Subaru models have the highest predicted resale value in the
industry according to ALG.* So, if you’re looking for low Total Cost of
Ownership (TCO) in a fleet vehicle, look no further than the Subaru
Forester with 27 MPG** and Symmetrical All-Wheel Drive standard.
*Based on ALG’s 2012 Residual Value Award for Mainstream Brands, the industry benchmark for residual values and depreciation data, www.alg.com. **EPA-estimated hwy fuel economy for 2013 Subaru Forester 2.5X models. Actual mileage may vary.
GFLEET0711news.indd 11GFLEET0711news.indd 11 6/7/12 1:57 PM6/7/12 1:57 PM
GREEN FLEET ■ JULY / AUGUST 201212
Retrofi tting a used or new fl eet vehicle to an alternative-fuel system is relatively easy. Choosing the best
one for fl eet can be hard.
By Chris Wolski
As the number and types of alter-
native-fuel technologies increase,
fl eet managers will have to make a diffi -
cult decision between hybrid, range ex-
tender, compressed natural gas (CNG), and
propane autogas. As diffi cult as the choice
may be, fortunately, there is a solution for
every green-minded fl eet.
XL Marks the SpotBoston-based XL Hybrids off ers urban
and suburban truck fl eets the ability to take
advantage of electric-gasoline technology.
Founded three years ago by a cadre of MIT
alumni, XL Hybrids is currently retrofi tting
Chevrolet Express and GMC Savana 2500
vans paired with a 4.8L engine.
Th e company’s long-term goal is to pro-
vide a hybrid option for any Class 1-3 truck
fl eet, regardless of manufacturer, according
to Justin Ashton, cofounder and VP of busi-
ness development for XL Hybrids.
Cost was a top concern for fl eets when the
company was designing its system, and XL
Hybrids is able to deliver a drop-in system at
an estimated cost of under $8,000.
Th e system is designed to be installed by
the vehicle upfi tter in about four hours. “It’s
designed to be part of the upfi tting process
and then shipped-thru to the buyer,” Ash-
ton explained.
XL Hybrids’ system is designed for fl eet
trucks driven about 75 miles per day. While
it currently has a return on investment (ROI)
of fi ve years, Ashton said the company has a
goal of lowering that to three years.
To make the system even more attractive to
fl eets, XL Hybrids is off ering a leasing option.
“We can amortize the cost over the life of
the vehicle. For fl eets that care about monthly
costs, this option is really attractive. Leasing
a hybrid vehicle can start the savings on day
one, instead of waiting for the payback,” Ash-
ton noted, adding that this option has elicited
interest from fl eet management companies.
Ashton estimated fl eets that use XL Hy-
brids’ system will see a fuel savings of about
$1,800 per year, per vehicle. As an added
benefi t, similar to gasoline-hybrid sedans,
he estimated that brake maintenance would
be lower because of regenerative braking.
Wing-ing ItJohn Howell, senior director of marketing
and business development for Westport, not-
ed that the company’s CNG system is unique
because it isn’t a retrofi t or conversion.
“We only install the system on brand-new
vehicles adjacent to the factory. We’re as close
to an OEM product as you can get,” he noted.
Th e company is currently installing its
Wing bi-fuel CNG system on Ford F-250
and F-350 models, and Howell expects the
number and types of models to expand some-
time in the future.
Th e system is installed at a facility adja-
cent to Ford’s Louisville, Ky., production line
— never leaving the automaker’s production
control system, according to Howell — and
the installation on the gaseous prep Ford en-
gine takes less than 72 hours total.
“It’s a very seamless system. It’s almost
imperceptible to the customer,” Howell
commented.
Westport does not sell kits to installers,
and the company is a Ford certifi ed qualifi ed
vehicle modifi er (QVM). “Th e Wing system
is as close to a Ford product as you can get.
Ford has signed off on our facility, giving it
the company’s highest rating,” Howell said.
Because Westport is a QVM, the Ford war-
ranty is not aff ected by the installation of the
Wing bi-fuel system.
Th e cost of the system depends on a
number of factors. For a single or small
order installation, the cost is $9,750 for an
18.4-gasoline-gallon-equivalent (GGE) tank
and $10,950 for the 24.5-GGE tank. Howell
noted that there are discounts available for
large fl eet orders. No matter the tank size, the
same tank cover, which takes up two feet of
the truck bed, is used.
Th e ROI for the Westport Wing system
depends on a number of factors, according
to Howell. “You always have to answer how
many miles per year you’re driving and how
much fuel costs,” he said. For instance, for
a fl eet vehicle that drives 30,000 miles per
year and achieves 15 mpg in a market that
sells CNG for $2-per-gallon less than gaso-
line, the ROI would be 2.5 years, according
to Howell’s calculations.
Other factors to consider include tax incen-
tives and residual value. For instance, Okla-
homa off ers a substantial 50-percent tax in-
centive for CNG vehicles. “On the residual
side, we’ve commissioned a study from Kel-
ly Blue Book, and it is projecting that aft er
three years, the system has retained 50 per-
cent of its value,” Howell noted.
Th e most common fl eets that have pur-
sued a CNG installation from Westport have
Fleet managers looking to retrofi t their
gasoline vehicles to alternative-fuel sys-
tems can choose a number of different
options, including:
● Compressed natural gas (CNG) —
dedicated and bi-fuel.
● Liquefi ed petroleum gas (LPG) —
dedicated and bi-fuel.
● Hybrid.
● Range extender.
AT A GLANCE
XL Hybrids offers its electric-gasoline hybrid technology for the Chevrolet Ex-press (above) and GMC Savana 2500.
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JULY / AUGUST 2012 ■ GREEN FLEET 13
been energy and energy-related companies,
such as pipeline maintenance and fuel dis-
tribution organizations.
However, Howell predicts that will change,
since CNG infrastructure — one of the rea-
sons fl eets have held off pursuing CNG fuel
options — is growing at a rate of 20-25 per-
cent per year.
Taking an ALTe ApproachFor ALTe, its retrofi t is a green process
from beginning to end, recycling the old
gasoline engine and transmission. “We tried
to think cradle-to-grave and not waste any-
thing,” said Jeff rey DeFrank, ALTe’s chief
technology offi cer.
Th e company’s green technology is a range
extender, similar to the extended-range tech-
nology found in OEM products, such as the
Chevrolet Volt or VIA pickup, and is de-
signed for fl eets looking to extend the life of
their vehicles.
“Th e concept of our technology is based
on a just-off -warranty vehicle with 50,000
miles or more,” DeFrank said. Currently,
ALTe is retrofi tting Ford light-duty com-
mercial pickups and is expanding to larger
Ford products.
Initially, ALTe will launch with three-four
ALTe installation centers strategically located
across the county and will add more as vol-
ume increases. Th e conversion takes about
a day and costs around $30,000.
To help off set this cost, ALTe off ers a
trade-in option. A fl eet can trade-in its vehi-
cle for one that has already been converted.
Th is innovation is a result of the company’s
close partnership with its customer adviso-
ry board, which generated the idea during
one of its meetings.
DeFrank said that the ROI on an ALTe
system is currently between two-and-a-half
and three years.
Th e company is still in the process of pi-
loting its technology, but DeFrank said that
it is optimal for delivery, service, leasing, and
rental fl eets. “Th e system is optimized for
stop-and-go driving; that’s why we’re reach-
ing a lot of fl eets. Our typical customer will
be a neighborhood fl eet because our system
is quiet and takes advantage of 25- to 30-mile
ranges. And, for most of these fl eets, they’ll
use almost no gasoline,” DeFrank observed.
He also noted the Ford vehicles have lost
none of their power or capabilities due to the
range-extender conversion.
“We’ve had a lot of accolades. Th ey drive
very well, and have the same capabilities.
For instance, our trucks can tow a trailer,”
DeFrank said.
Th e system takes advantage of the stop-
and-go of typical urban and suburban routes
by using regenerative braking to recharge the
battery. Th e system’s battery can also be re-
charged via a 110V or 220V outlet.
DeFrank said the company will have its
market launch in about a year, and expects
to expand beyond Ford to include GM mod-
els, because “then, we’ll cover most of the
fl eet market.”
Ready for PrimetimeTodd Mouw, VP of sales and marketing
for ROUSH CleanTech, sees propane au-
togas as the most democratic of the alter-
native fuels. “Th e beauty of propane auto-
gas is that it applies to everybody. It has low
investment and there isn’t an industry that
couldn’t benefi t from using it. It’s also not
as range limited as other fuels,” he said. “It’s
ready for primetime.”
Th e ROUSH CleanTech propane-autogas
fuel system is currently available for a variety
of Ford E-Series vans and Ford F-Series trucks.
Th e system is Environmental Protection
Agency (EPA) and California Air Resources
Board (CARB) certifi ed, according to Mouw.
Th e cost per system starts at around $10,000
to install, and generally increases as vehicles
go up in GVWR. Th e company recommends
only retrofi tting vehicles equipped with Ford’s
gaseous fuels prep package, which are hardened
internal components in the engine to prevent
wear due to the use of gaseous fuels.
ROI is dependent, as with other alternative-
fuel systems, on how many miles the vehicle is
driven and the local cost of propane autogas.
For instance, if propane autogas costs $1.50
less than gasoline and the vehicle is driven
12,000 to 15,000 miles, the amount saved will
be in the neighborhood of $10,000 to $20,000,
according to Mouw. Th e savings will increase
as the gap between diesel and gasoline and
propane autogas increases.
The ROUSH CleanTech propane-auto-gas fuel system conversion is available for a variety of light- and medium-duty Ford trucks and vans.
ALTe offers range-extender retrofi ts for Ford light- and medium-duty (above) products.
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Th e ROUSH CleanTech system can be
installed at a number of certifi ed upfi tters,
including Knapheide, National Fleet Services,
and Utilimaster. Th e company also has a
network of independent Ford QVM-certifi ed
mechanics. ROUSH CleanTech can help a
fl eet fi nd a certifi ed facility or mechanic if
there isn’t one readily available.
Th e retrofi tting process takes about two
work days.
Because the ROUSH CleanTech propane-
autogas system is Ford-certifi ed, the OEM
warranty is still in eff ect. In addition, ROUSH
CleanTech off ers a warranty on its fuel system.
In addition to the fuel system, ROUSH
CleanTech can also help fl eets with imple-
menting a fueling infrastructure.
“We will always take a propane fueling
partner along with us when meeting with
a fl eet. It’s an education. We walk through
the process. Typically when we walk out of
a meeting, we’ve answered all of the ques-
tions that the fl eet manager had,” Mouw said.
Mouw added that ROUSH CleanTech
looks long-term when working with its fl eet
customers. “Our aim is to have customer en-
gagement for years to come,” he said.
Translating to the U.S. Market Landi Renzo has already made a mark in
the international market, selling 1.5 million
of its dedicated and bi-fuel CNG systems
in 60 countries annually, and, according to
the company, capturing a 40-percent mar-
ket share in gaseous fuel systems.
Th e company hopes to translate its prov-
en technology in the U.S. market. In 2010,
the company purchased U.S.-based Bay-
tech Corporation to help make this a reality.
Landi Renzo U.S.A.’s systems are avail-
able for the Ford E-250 and E-350 5.4L car-
go and passenger vans; the Ford F-250 and
F-350 6.2L (bi-fuel); the Ford F-450, F-550,
and F-650 6.8L cab/chassis; and the Ford
F-59 6.8L chassis. Th e company is a Ford
QVM, which means the OEM warranty re-
mains intact aft er the conversion.
Baytech Corporation’s systems are avail-
able for Isuzu NPR HD 6.0L, Workhorse W62
6.0L, Freightliner MT 45-55 6.0L, GMC Sa-
vana and Chevrolet Express cutaway 6.0L,
and the GM cab chassis 6.0L.
Th e systems are both EPA and CARB
certifi ed, according to Gianluca Maso,
VP sales and marketing for Landi Renzo
U.S.A./Baytech Corporation.
Th ere are three ways a fl eet can have one
of its vehicles retrofi tted. Option one is to
have it sent to Landi Renzo’s California-based
conversion center. For new Ford products,
option two involves having them shipped-
thru at the production facility. Or, third, it can
have a certifi ed center handle the conversion.
Th e time for conversion is dependent on
the size of the tank, according to Maso, but
typically ranges from a few hours to three
days. Th e conversion price is based on the
size of the tank package. Light- to medium-
duty vehicles run about $10,000 and heavy-
duty about $16,000 to $17,000.
Th e average ROI is from two to three
years. “But, it depends,” Maso said. “It’s pro-
portional. Th e more fuel you use, the fast-
er the payback, and that also depends on
the fuel price.” For instance, a high-mileage
fl eet vehicle where CNG is 95 cents per gal-
lon will have a faster payback than a fl eet that
is paying $3 GGE. Of course, fl eets in states
such as Illinois, which off er grants, will see
a faster ROI.
Maso said that most of the U.S. fl eets in-
stalling Landi Renzo U.S.A./Baytech systems
are energy companies, airport shuttle fl eets,
and shipping companies.
He noted that for fl eets considering a CNG
conversion, they need to look at the availability
of a fueling infrastructure and the availability
of service. Landi Renzo maintains a supplier
network of local partners, and off ers aft er-
sales help to fl eets following the conversion.
One-Stop Retrofi tter For fl eets considering a CNG or pro-
pane-autogas conversion, IMPCO Auto-
motive does it all. Th e company not only
sells and installs its alternative-fuel sys-
tems, it also designs them, and manufac-
tures many of the systems parts, including
the lockout valves, electronic control mod-
ule (ECM) boards, and regulators.
Th e company off ers CNG dedicated or bi-
fuel systems and an LPG bi-fuel system for
GM, Ford, and Isuzu Commercial Truck of
America products.
Fleets looking for new installations have
the option of ordering the systems directly
while at the dealer. Fleet orders can be han-
dled at the company’s Union City, Ind., pro-
duction facility. IMPCO is a tier-one suppli-
er for GM, which preserves the full warranty
for the Sierra and Savana models. Th e com-
pany recently began a ship-thru program for
the Isuzu NPR HD, and is a Ford QVM for
a variety of its pickup, van, and sedan mod-
els. Installation at the factory takes from a
few hours to two days, depending on the
size of the order.
Th e company also has a network of certi-
fi ed outside installers, which it closely mon-
itors. “We’re currently tightening the certi-
fi cation requirements. We’re continuing to
raise the bar,” said Jay Sandler, director of
sales for IMPCO.
Cost of the conversion is dependent on
tank size, but can range from as low as $7,000
to as high as $25,000. However, Sandler said
the average pickup will cost between $10,000
and $11,000, “depending on options, such as
the tank size and materials.”
IMPCO ROI, as with other systems, is de-
pendent on a number of factors: miles driv-
en, mpg, and the price of fuel. But, typically
it’s about two-and-a-half to two-and-three-
quarter years. “For a fl at six- to seven-year
turnover, that’s pretty good,” Sandler said.
Th e big question for IMPCO customers
is what alt-fuel type to choose. “CNG is bet-
ter for urban situations, while propane auto-
gas makes more sense in rural settings, since
it’s pretty easy to get propane companies to
install a tank. However, the propane auto-
gas fuel diff erential is less and you get about
a 20-percent decrease in mpg. But, there’s a
lot of infrastructure,” Sandler said.
Sandler also noted that fl eets need to be
educated about the properties of the fuel they
choose. For instance, if there is a leak, CNG
rises and dissipates, but propane autogas —
which is heavier than air — stays close to the
ground. “Generally, it’s not a big worry, but it
can become an issue if you’re not prepared
for it,” Sandler said.
No matter the choice, both will save fl eets
RETROFITTING
GREEN FLEET ■ JULY / AUGUST 201214
Landi Renzo’s dedicated CNG conver-sion is available for the Ford E-250 and E-350, in addition to Ford’s medium-duty F-Series.
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money, according to Sandler. “Th ere are a lot
of advantages. Th e engines last longer and
there are reduced maintenance costs — for
instance, you have to change the oil less of-
ten,” he said. “Gaseous fuels are so much eas-
ier and simpler to realize payback.”
Sandler added that IMPCO, which has been
off ering alternative-fuel systems since 1958,
hopes to add more OEM options in the future.
Going GreenKraftSanta Ana, Calif.-based GreenKraft , Inc. of-
fers a dedicated CNG system, which, accord-
ing to Frank Ziegler, director of sales, off ers a
number of advantages to its fl eet customers.
“We decided that the fewer moving
parts the better, so we kept the fuel rails
and only replace the injectors, regulators,
and fi ttings. We also do our own calibra-
tion based on shift ing and compression,
so there is no diff erence in horsepower,”
he said. In addition, the company has also
calibrated the existing fuel gauge to accu-
rately refl ect the amount of fuel on board.
GreenKraft currently off ers retrofi tting
for 14,000-lb. GVW 4.8L and 6.0L GM prod-
ucts. Ziegler said there are plans to expand
that to Ford and Chrysler products as well.
Its system is both EPA and CARB certifi ed.
Th e company decided to off er a dedicated
CNG product because, “we wanted our cus-
tomers to get 100 percent of the fuel’s bene-
fi t,” Ziegler said.
Installation is a four- to five-hour
process. “It’s a very easy, simple upfit,”
Ziegler said. The company is building an
installation network sited at Isuzu deal-
ers because of their experience with the
4.8L and 6.0L GM engines. The compa-
ny has also recently introduced its own
8.8L CNG engine for higher-class GVW
and refuse applications.
ROI is determined, as with other systems,
on the price of fuel and how many miles are
being put on the vehicle, but, Ziegler also not-
ed, because of the lower maintenance costs
ROI is “almost immediate.”
Because of its existing CNG fueling infra-
structure, GreenKraft is focusing primarily
on the California market, but has been fi eld-
ing calls through dealers from around the
country. If a fl eet doesn’t have ready access
to a CNG infrastructure, the company is rec-
ommending — in the short-term while the
infrastructure catches up — that fl eets install
extra fuel tanks to alleviate range anxiety.
“You have to answer this question when
it comes to infrastructure — how far do you
drive in a day? Th at will determine how much
capacity you need,” Ziegler noted, adding that
infrastructure follows commitment to the fuel.
fl eets approaching GreenKraft about its
CNG system have included municipalities,
plumbing, and landscaping companies.
Propane autogas powers more than 15 million vehicles worldwide. The reason why is clear:
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www.ferrellautogas.com/ForYourFleet.
Why choose propane
autogas?
Call us today to learn how easy it is to incorporate
propane-autogas powered vehicles into your fl eet.
855-4-AUTOGAS
Propane autogas is the best alternative fuel for fl eets
JULY / AUGUST 2012 ■ GREEN FLEET 15
GreenKraft offers a CNG-dedicated truck on a JAC chassis, and retrofi ts 14,000-lb. GVW 4.8L and 6.0L GM products.
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RAFT
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GREEN FLEET ■ JULY / AUGUST 201216
Adding more alternative-fuel vehicles to its fl eet and
continuing research on cleaner-burning fuels are
just a few ways the utility is achieving sustainability.
Georgia Power, one of the earliest pi-
oneers of biodiesel and E-85 use in
Georgia, was recognized as a 2012 Sustain-
able Fleet by the NAFA Fleet Management
Association for committing to reduce its en-
vironmental impact. Tony Saxon, CAFM,
fl eet support supervisor at Georgia Pow-
er, and the fl eet operations department
have done their part to fulfi ll their compa-
ny’s environmental sustainability goals by
choosing cleaner, greener, and smarter ve-
hicles for the fl eet.
“I really felt blessed to receive this dis-
tinguished award for Georgia Power,” Sax-
on said. “I was so proud of Georgia Power
and all of our employees for their commit-
ment to the company’s sustainability ef-
forts. Th eir eff orts made the Sustainability
Award possible.”
Th e Sustainable Fleet Awards were pre-
sented during the NAFA 2012 Institute &
Expo in St. Louis. In addition to Saxon and
Georgia Power, the list of 2012 award winners
included Yvan Lupien (City of Ottawa, Can-
ada); Gregg Hodgdon, CAFM (E.A. Sween
Company); and Gayle Pratt (Ecolab, Inc).
Dedicated to GreenGeorgia Power, the largest of four elec-
tric utilities that make up Southern Com-
pany, serves 2.4 million customers in 155
of the 159 counties in the state of Georgia.
In 1999, the fl eet adopted biodiesel in its
operations, with E-85 following three years
later. To date, the utility has used more than
6 million gallons of B-20 and more than
390,000 gallons of E-85. Th rough the years,
it has remained dedicated to the use of al-
ternative fuels and has been
a leader in the purchase of
fuel-effi cient, hybrid, and
electric vehicles to help re-
duce petroleum use. In ad-
dition, the company’s use of
a Smart Ride program, alter-
native work schedules, and
idle-reduction programs have
greatly reduced the amount
of greenhouse gas emissions
emitted into the atmosphere.
Georgia Power has an
ambitious series of plans to continue on
this path toward sustainability including:
increasing its number of alternative-fuel
capable vehicles, continuing research on
cleaner burning fuels including availability
Fulfills Green Goals
Tony Saxon, CAFM, fl eet support super-visor at Georgia Pow-er, accepted a Sustain-able Fleet Award at the 2012 NAFA I&E for leading efforts to help fulfi ll the utility’s environmental sustain-ability goals.
PHOTO: KIEFFER PHOTOGRAPHY
GREEN EFFORTS ALL-AROUND
Georgia Power was also named the 2011-2012 National Pledge Leader for its “Change the
World, Start with ENERGY STAR” campaign by the U.S. Environmental Protection Agency (EPA). The campaign encourages consumers to take small steps that make a big difference to save energy and help the environment.
In 2012, Georgia Power has collected 107,657 pledges (as of press time) from consumers through local offi ces, energy effi ciency fairs, and commu-nity outreach events.
The Change the World pledge campaign is a part of Georgia Power’s EarthCents initiative, a portfolio of energy effi ciency programs created to help residential and business custom-ers save money, use energy effi ciently, and help the environment.
For additional details about Georgia Power’s EarthCents lighting program or to take the “Change the World” pledge online, visit www.georgiapower.com/lighting.
and costs, purchasing or
leasing new-generation
electric vehicles, and researching the use of
battery power packs on aerial units.
Georgia Power currently operates 3,123
vehicles, comprised of sedans, pickups, and
Class 3-8 trucks.
Georgia Power’s EarthCents initia-tive is designed to help customers save money, use energy effi ciently, and help the environment.
Georgia Power’s EarthCents initia-
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GREEN FLEET ■ JULY / AUGUST 201218
Pacifi c Gas and Electric (PG&E) Company has established a model of sustainability with its mixed
alt-fuel fl eet. Among its innovations: electrifi ed bucket trucks.
When San Francisco-based energy
provider Pacifi c Gas and Electric
Company (PG&E) began greening its fl eet,
the one conversation that Director of Trans-
portation Dave Meisel and his colleagues
didn’t have was how to green the fl eet.
Instead, the discussion was about how
alternative technology would fi t the needs
of the fl eet. “We don’t ever have conversa-
tions about ‘greening’ the fl eet. Instead,
we talk about how to do business. Th at’s
probably the biggest diff erence with our
approach,” Meisel said.
Th e approach is also unique in that the
price of a specifi c piece of technology is ini-
tially secondary to how it will help PG&E
serve its customers. If the technology makes
sense, Meisel looks at the cost “and if it will
cost us or save us money.”
Th e next step is evaluating the technol-
ogy’s impact on fl eet safety.
Finally, the technology’s
impact on the environment is
considered. “Th en, we match
the technology with the busi-
ness need,” Meisel said. “We
have not found one fuel that fi ts the en-
tire fl eet — a blended approach is a must.”
Meisel doesn’t work in a vacuum when
spec’ing a new vehicle. For instance, the
fl eet is currently in the process of rede-
signing its crew cabs. Meisel looked to his
supervisors and operators for input on the
new design.
Outfi tting the Fleet Th e result of this analytical, business-
oriented approach is a highly diverse fl eet
of 13,000 vehicles of both conventional
and alt-fuel types.
Th e mixed fl eet isn’t surprising, consid-
ering PG&E serves customers in one of the
most geographically and climatically diverse
states in the nation. Its 75,000-square-mile
coverage area, which stretches from just
north of Los Angeles to the Oregon bor-
der, has its drivers contending with sand,
water, dust, snow, as well as urban and ru-
ral environments.
Th e fl eet consists of more than 156 specs
spread across passenger cars; pickups; and
light-, medium-, and heavy-duty trucks.
Th e utility also operates a variety of other
vehicles from snowmobiles and snow CATs
to boats and planes.
Its alt-fuel fl eet includes approximate-
ly 1,000 compressed natural gas (CNG),
1,500 biodiesel, 150 all-electric, and 500-
600 hybrid (standard, plug-in, and range
extender) vehicles. Th e fl eet introduced
its fi rst CNG vehicles in quantity in 2003.
Electric and biodiesel followed about three
or four years ago.
While environmental factors are an im-
portant consideration, there are times when
compromises must be made in order for
PG&E to best serve its customers. Case in
point is the use of biodiesel in some of its
California markets, which was introduced
because of the limits of the CNG fueling
infrastructure. Th ough it’s not the ideal
fuel from an environmental standpoint,
Meisel is philosophic about its use. “It’s
not as clean as CNG, but it is more clean
than doing nothing,” he said.
PGPG&&EEGoes for the Green
By Chris Wolski
San Francisco-headquartered PG&E’s fl eet has successfully balanced sustain-ability and doing business by develop-ing a fl eet strategy that:
● Considers a new technology’s usefulness before cost and its sustainability.
● Fits alt-fuel technology to the operational environment.
● Is constantly evolving to meet new technology.
AT A GLANCE
PG&E operates more than 20 Chevrolet Volts (above). To support these vehicles, it has in-stalled about 50 new electric-vehicle charg-ing stations at different locations.
PG&E h 20 Ch l V l
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JULY / AUGUST 2012 ■ GREEN FLEET 19
Typically, when PG&E introduces a new
fl eet vehicle, it does so carefully, buying one
or two of the vehicles spread to diff erent
locations. If those initial tests are success-
ful, fl eet will purchase 10-20 of the vehi-
cles eventually purchasing a larger quan-
tity. “Th at way you fi nd the true cost of
operating the vehicle. Sometimes you’ll
miss a big benefi t and/or a big liability,”
Meisel noted.
Th e one thing Meisel said PG&E nev-
er does is “force fi t a technology into the
fl eet. If you do that, you have a high prob-
ability of failure,” he noted.
Also infl uencing selection decisions is
the unknown. “Th e vast majority of the time
we work in a known situation; but, occa-
sionally, we are working in the unknown,
an emergency situation that requires ve-
hicles are able to work 100 percent of the
time. We buy for that emergency situa-
tion,” Meisel explained.
Fueling infrastructure is probably one
of the biggest infl uences in whether a ve-
hicle is deployed in a given region.
“Regardless of the fuel type, we spend
a great deal of time analyzing the density
of the fueling infrastructure. Gasoline and
diesel have a 100-year head-start over all
the other power sources, none of which
are as mature,” Meisel said. “Th at means
you have to be very particular where you
deploy a vehicle.”
PG&E hasn’t sat back and expected oth-
ers to install a fueling infrastructure for the
company. It has a network of 34 CNG sta-
tions and one liquefi ed natural gas (LNG)
station, most of which are open to the pub-
lic and serve transit districts, private re-
fuse haulers, school districts, municipal-
ities, air/seaports, and other operators,
including tax, package delivery, military,
and personal vehicle owners.
Hitting a Grand SlamOne of the showcases for Meisel’s ap-
proach to evaluating and implementing
technology was the recent introduction of
PG&E’s new trouble trucks in San Fran-
cisco. Th e 300 diesel bucket trucks have
been partially electrifi ed so the bucket,
tool circuit, lighting circuit, and heating/
air conditioning can run on electricity us-
ing a plug-in battery-powered system while
the engine is turned off . Th is is a signifi -
cant improvement in many ways for the
fl eet because the old trucks needed to idle
eight to 10 hours a day. Of course, PG&E
has saved money by reducing idling along
with decreasing the harmful particulates
from the emissions.
But, more important, the crews have
been able to eff ectively double their avail-
able work hours. Because of San Francis-
co’s strict noise ordinance, non-electrifi ed
trucks could only work between 7 a.m.
and 7 p.m. Th e electrifi ed bucket trucks
can work well into the night, because they
don’t violate the ordinance.
Customers like the trucks because crews
can get the power back on more quickly if
there’s an outage late at night, and crews
like them because there are no diesel fumes
to contend with and, when working with a
partner, they can speak at a normal volume,
making operations safer. In addition, the
trucks have power take-off (PTO) installed.
“Th e electrifi ed bucket trucks hit all of
the criteria — cost, safety, and environ-
ment. We hit a grand slam with them,”
Meisel said.
PG&E isn’t stopping with partially elec-
trifi ed bucket trucks. It is currently testing
an all-electric bucket truck as well. Among
its all-electric vehicles are service body, fl at-
bed, and service trucks. PG&E also oper-
ates more than 20 Chevrolet Volts. To sup-
port these vehicles, PG&E has installed
about 50 new electric-vehicle charging
stations at diff erent locations, and plans
to add more as electric-powered vehicles
are added to the fl eet.
Managing the FleetAt fi rst glance, the mix of fuel types would
make managing the PG&E fl eet complicat-
ed — with technology issues causing nu-
merous headaches; however, this isn’t case.
According to Meisel, there is high driver
acceptance of the alt-fuel vehicles. “I have
drivers who only want to test the new tech-
nology — particularly the environmental-
ly friendly vehicles,” he said.
Likewise, the mechanics “love learning
the new technology,” Meisel said.
He noted that PG&E has not experi-
enced any diffi culty in fi nding qualifi ed
mechanics for its fl eet.
“We’re incredibly selective, requiring
candidates undergo a technical interview
with the lead technical supervisor, lead
maintenance supervisor, and other senior
maintenance personnel. If the candidate
makes it through that interview process
they’ll fi t in fi ne,” Meisel said.
As new technology is introduced, the
maintenance staff needs additional train-
ing. For instance, with the electrifi ed bucket
trucks, the mechanics had to receive high-
voltage training.
Th is is part of the company’s PowerPath-
way Program, designed to prepare mechanics
to safely repair and maintain new electric and
hybrid vehicles being introduced to the fl eet.
When evaluating a vehicle technology — such as the Navistar E-Star above — PG&E Director of Transportation Dave Meisel and his colleagues determine if it makes business sense. PG&E never “force fi ts” a technology into its fl eet. Instead, it fi ts the vehicle to the application.
➞
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Th e program uses a train-the-trainer ap-
proach. PG&E master mechanics trained in-
structors at several community colleges, who,
in turn, trained approximately 225 PG&E fl eet
mechanics. Th e partnership with communi-
ty college instructors has long-term benefi ts,
taking their skill and new knowledge back to
the communities PG&E serves. Instructors
will be using the techniques they’ve learned
from teaching the fl eet mechanics and shar-
ing them with their own students at local
community colleges — transmitting state-
of-the-art skills that could be used to begin
careers in both fl eet and consumer garages.
Another benefi t for drivers/operators and
mechanics is that much of the new tech-
nology being converted to alternative en-
ergy sources works similarly to what they
replaced and is familiar to PG&E fl eet per-
sonnel. For instance, the electrifi ed bucket
trucks are operated exactly the same way
as the diesel-powered versions — the pow-
er source is the only thing that changed.
Th e big management question remains
with lifecycling. “It’s something we’re look-
ing at now,” Meisel admitted. “With our
Volts, for example, we could turn them in
aft er three years or keep them for six to sev-
en years. With alt-fuel vehicles, they’re in
such good shape aft er being used for a few
years [it’s tempting just to hold on to them].”
He particularly sees this with the fl eet’s
trucks. “It’s not uncommon for Class 1 and
Class 2 CNG and electric trucks to have
useful lives in excess of 150 percent of our
normal units when used in our applica-
tions,” Meisel observed.
Going hand-in-glove with lifecycling is
another important issue for fl eet manag-
ers who have introduced green technolo-
gy to their fl eets — resale value. And, for
Meisel, this is something he expects to
learn about very soon.
“Th e part we don’t know yet is the resid-
ual value of the green technology; howev-
er, our vehicles are getting to an age when
we expect to be putting them on the mar-
ket,” Meisel said.
Measuring the Benefi ts of Alt-fuelWhile the bottom line can sometimes
trump the green line, Meisel noted that
PG&E doesn’t view green fl eet technology
one-dimensionally. “Th at’s why we’re al-
ways looking at more technologies,” he said.
Looking at the numbers is impressive
from both a business and environmental
perspective.
For instance, the combined use of CNG
in PG&E’s vehicle fl eet, along with the fl eets
of its customers, avoided the use of more
than 17.6 million gallons of gasoline in
2011. Th is translates into a reduction of 780
tons of NOx, 60 tons of particulate matter,
and nearly 58,220 tons of CO2 on a well-to-
wheel basis, according to PG&E’s website.
And, that’s just for CNG. Electric-powered
vehicles also promise impressive savings,
according to Meisel.
“When you look at gasoline, if you’re
getting 15 mpg for a truck at $4 per gallon,
that means it costs between 26 cents and 27
cents per mile to operate. Th e electric option
for the same vehicle operates at 7 cents per
mile per gallon equivalent (MPGe),” he said.
Altogether, Meisel said, in a well-man-
aged application where extended range
electric vehicles replace standard inter-
nal combustion engines, PG&E has seen
as much as a 66-percent reduction in gas-
oline consumption.
While the reality of PG&E’s business en-
vironment may necessitate continuing with
a mixed alt-fuel fl eet, Meisel believes he
has found a technology that could fi t a far
greater number of situations. “We’ve been
doing a lot of work on extended range elec-
tric — the same technology that’s used in
the Volt — and believe that it has the po-
tential to be the best of all worlds,” he said.
In fact, PG&E is among the fi rst custom-
ers of VIA Motors, which has developed an
extended-range electric pickup truck (See
sidebar: “VIA Opens Door to Extended
Range Electric Trucks”). PG&E is working
with VIA and other companies like EVI
and ALTe to deliver extended-range elec-
tric vehicles into Class 6 category of vehicles.
Whatever the future holds, what is cer-
tain is that PG&E’s fl eet will continue to
adapt to the ever-evolving alt-fuel land-
scape by keeping an eye on fi nding a tech-
nology that best meets the needs of its fl eet
and its customers.
ELECTRIFICATION
GREEN FLEET ■ JULY / AUGUST 201220
VIA OPENS DOOR TO EXTENDED-RANGE ELECTRIC TRUCKS
For truck fl eets looking for a viable, cutting-edge alternative-fuel option, the VIA ex-tended-range electric vehicle (e-REV) might be the answer. California’s PG&E is
among the fi rst major fl eets that have committed to the start-up automaker’s e-REV. Like the Chevrolet Volt, the VIA e-REV can drive up to 40 miles on batteries and
then switches automatically to a gasoline-powered engine for an additional 300 miles. The e-REV’s batteries can be charged using a standard 110 volt or 220 volt outlet, and
can be refueled using conventional gasoline at any public station.As an added benefi t, the e-REV work truck comes with an onboard generator that
can be used in place of a tow-behind generator to power the worksite or provide emer-gency power.
The e-REV powertrain includes a 402 hp electric motor, a 4.3L V-6 combustion en-gine, a 201 hp electric generator, and a 1,500-lb. payload capacity. The current pickup truck models are available in standard, extended cab, and crew cab models.
In addition, VIA expects to offer SUVs and vans in the future.
The VIA e-REV uses the same range-extending technology as the Chevrolet Volt, giving fl eets the environmental benefi ts of an electric vehicle, while removing the accompanying range anxiety by including a conventional gasoline engine.
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JULY / AUGUST 2012 ■ GREEN FLEET 21
Ecolab has been able to signifi cantly reduce greenhouse gas (GHG) emissions and improve fuel effi ciency in its fl eet operations since 2006.
Ecolab Inc. has made great strides in
“going green” over the past several
years. Headquartered in St. Paul, Minn.,
the company provides cleaning, sanitizing,
pest-elimination, food safety, and infection-
prevention products and services in more
than 160 countries around the globe.
Despite an increase in total vehicles and
miles traveled, Ecolab has managed to re-
duce greenhouse gas (GHG) emissions,
improve average mpg, and lower fuel con-
sumption in its 7,000-vehicle U.S. fl eet over
a fi ve-year period.
Striving for Greener OperationsRanked No. 28 on Automotive Fleet’s 2012
Top 300 Commercial Fleets listing, Eco-
lab’s fl eet operations are headed up by Gay-
le Pratt, director of global fl eet. Pratt is re-
sponsible for its 7,900-plus vehicles in the
U.S. and Canada, and more than 17,700
units globally. Under her leadership, Eco-
lab’s U.S. fl eet operations was recognized
as a “Sustainable Fleet” in April at the 2012
NAFA Fleet Management Association In-
stitute & Expo in St. Louis.
Th e fl eet’s drive to reduce GHG emis-
sions aligns with Ecolab’s corporate goal
to reduce U.S. GHG emissions per dollar
of sales by 20 percent from the base year
of 2006. From 2006 to 2011, Ecolab’s U.S.
fl eet achieved:
● A 22-percent reduction in GHG
emissions, normalized to sales.
● An 18-percent improvement in
average mpg per vehicle.
● A 12-percent absolute reduction
in GHG emissions.
● An 8-percent reduction in fuel
consumed (1.4 million gallons) while the
number of vehicles grew 1 percent and
total miles driven increased nearly 9 percent.
Th e company has incorporated sustain-
ability principles into a revised fl eet poli-
cy, changed vehicle models and measures,
and managed the fl eet sustainability pro-
gram overall to meet both business and
sustainability objectives.
“Our sustainability action plan in-
cluded rightsizing the fleet and redefin-
ing the optimal vehicle for business re-
quirements,” Pratt said. “We revised our
fl eet policies to acquire more fuel-effi cient
vehicles, focusing on EPA-certifi ed Smart-
Way vehicles. We moved from large to in-
termediate to small vehicles; and from
eight- to six- to four-cylinder engines
whenever possible.”
Pratt led a fl eet group that established
a project charter and assembled a team of
key individuals from 13 operational divi-
sions, environmental health and safety, the
fl eet leasing supplier, and corporate com-
munications.
In addition, fl eet drivers participate in
surveys, eco-driver awareness and safe-
ty training, and provide continuous feed-
back via a fl eet Web portal. Th e fl eet also
implemented forecasting tools to deter-
mine how to optimize fl eet operations to
achieve both business goals and the com-
pany’s overall sustainability goals.
Ecolab has been on AF’s Top 50 Green
Fleets listing since 2008, ranking in at No.
25 this year.
Boosts GHG-Reduction Efforts
Rick Sikes (L), chair of NAFA’s Fuels & Technology Advisory Council,
presented a Sustainable Fleet Award to Gayle Pratt, director of
global fl eet for Ecolab, at the 2012 NAFA Institute & Expo.
t P tt l d fl t th t t bli h d
ls il, et of 12 o.
Headquartered in St. Paul, Minn., Ecolab operates 7,000 vehicles in the U.S.
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GREEN FLEET ■ JULY / AUGUST 201222
Although everyone seems to be “going green,” it’s not always easy to fi nd a home for electric vehicles. Here are some ideas for utilizing these alternative-fuel models in fl eet.
It’s the hottest thing since front-wheel-
drive. “Going green” has fl eet managers
in all corners of the industry scrambling to
fi gure out how to reduce companies’ car-
bon footprint and fossil fuel use, while, at
the same time, making certain that the fl eet
mission is accomplished. Resistance, par-
are judged on how well their backgrounds
meet those requirements. Th e company
wouldn’t likely fi ll a position in account-
ing with an engineer, or a plant manager
opening with a salesperson.
Th e process is the same for fl eets. Ve-
hicles have a mission and a job to do, and
the fl eet manager reviews the “resume” of
each vehicle and determines the best fi t.
As EVs have been introduced into the
marketplace, fi nding applications for their
use in fl eets has been, to say the least, a
challenge. Occasionally, it is a matter of
a fl eet manager dismissing EVs as not fi t-
ting any of his or her existing fl eet appli-
cations, e.g. sales, service, or marketing.
Existing fl eet usage is generally not a
good application for electric vehicles, for
any number of reasons:
Range. Most electrics have limited range
when compared to internal combustion en-
gine (ICE) vehicles — less than 100 miles,
give or take. For fl eet vehicles that accu-
mulate 20,000 miles per year or more, this
can certainly be a drawback.
Lack of infrastructure. Drivers have
confi dence that wherever they are, if they
need gasoline, they can fi nd it quickly.
Th ey don’t have that same confi dence with
EVs; charging stations are only now being
installed for public use. Some areas have
many, some none at all.
Size. Electric vehicles are necessarily
small — compact or subcompact — with
limited cargo and passenger space.
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While electric vehicles are not a total
fl eet solution, they do offer several
benefi ts:
● Reduced downtime due to less
required preventive maintenance.
● Less money spent on gasoline.
● Compact size for easier maneuverability
through narrow city streets and tight
parking spaces.
AT A GLANCE
With a little creativity, fl eets of all types can fi nd ways to incorporate
electric vehicles into their operations.
ticularly from drivers, makes going green
a challenge, but shareholders and CEOs
oft en have made environmental initiatives
a company-wide priority that must meet
pre-determined benchmarks.
One solution to the green challenge lies
in electric vehicles (EVs), but many fl eet
managers have diffi culty envisioning an
application for these units. However, with
a little creativity, fl eets of all types can fi nd
ways to incorporate EVs.
All About the MissionGround zero for all fl eets is fi nding ve-
hicles that can accomplish the mission
safely and effi ciently. It’s not unlike staff -
ing. Human Resources are given a position
to fi ll, the job has certain educational and
experience requirements, and candidates
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JULY / AUGUST 2012 ■ GREEN FLEET 23
When fl eet managers are trying to match
EVs with their overall fl eet mission, such
reasoning makes perfect sense. Th ere are
(or can be), however, applications for busi-
ness use that more creative-minded fl eet
managers will consider.
Addressing ObjectionsElectric vehicles aren’t a broad-based
solution; however, the fi rst step in fi nding
applications for them is to address, ratio-
nally, the issues that, at fi rst glance, seem
to preclude business use.
Th e most common challenge made to
using EVs is range. A tank of gasoline in
an ICE vehicle will generally get 300 miles
or more, versus an electric vehicle’s 75- to
100-mile range on a single full-charge. For
a sales or service person driving 2,000-
3,000 miles each month, the former is an
easy choice. But, not all sales staff drive the
interstates, cruising 50 miles to the next
sales call. Some fi ght the stop-and-go traf-
fi c of downtown, and may only drive 20-30
miles each day. Some are assigned narrowly
delineated territories; still others are pool
vehicles, assigned and returned daily. For
them, an electric vehicle may be an option.
Lack of infrastructure, no matter how lim-
ited the daily mileage, is a legitimate con-
cern. When vehicles are assigned to driv-
ers (and are taken home at the end of the
workday), even if the daily mileage is low,
an EV will need to be charged at some point
during a week’s use. Th ere are two primary
charging processes for electrics, called Lev-
el 1 (110V) and Level 2 (220V). Th ere is a
third option, Level 3 (DC charging); how-
ever, its availability is currently very limited.
Most electric vehicles come with a Level
1 charger, which can be plugged into any
domestic 110V outlet. Although fully re-
charging a dead battery would take approx-
imately 22 hours, charging overnight, say
from the end of a work day to the follow-
ing morning, should be more than suffi -
cient to provide enough miles for the next
day. It is not likely a driver will complete-
ly deplete an electric car battery — any
more than that same driver would drive
an ICE car’s gas tank dry. For applica-
tions where a vehicle is centrally garaged, a
Level 2 charger can be installed for a rela-
tively low cost, and vehicles can always be
fully charged each day.
The cargo and passenger space issue is
a simple one to address. Just like select-
ing vehicles for any application, if space
— either cargo or passenger — is an im-
portant criterion for selection, some elec-
tric models won’t be a solution. Today’s
available EVs do have space for four pas-
sengers and either trunk or hatchback
space for some amount of cargo. Choos-
ing electric vehicles can be limited to ap-
plications for which a compact or sub-
compact car is acceptable.
Applications That WorkWhere does this leave fl eet managers who
need or wish to go green, but are having
diffi culty fi nding fl eet applications to use
electric vehicles? Fortunately, with a little
analysis, there are more applications for
EVs than one would think at fi rst glance.
In the commercial fl eet sector, corpo-
rate fl eets can use electrics in a number of
applications.
Security. Many companies have either a
corporate campus or other facility (plant,
distribution/warehouse, etc.) for which
they have full-time security patrols. Pri-
vate security has been described as a “24-
hour left turn at 15 miles per hour” — an
oversimplifi cation to be sure, but not en-
tirely inaccurate. Security responsibilities
are primarily observation and reporting,
checking parking and visitor passes, and
securing facilities (door locks, access).
Electric vehicles are an excellent solution
to this need; mileage is limited, vehicles
are centrally garaged (for charging), and
space is usually not a major requirement.
Pool use. Pool vehicles are not uncom-
mon fl eet applications. A large corporate
campus (e.g., one with multiple buildings)
oft en has pool vehicles available for staff
who need to attend meetings at a build-
ing on the far side of the facility. Employ-
ees who must travel locally (attend off -site
meetings, light local delivery, even picking
up guests at the airport) are oft en provided
use of pool vehicles. Branch and regional
offi ces, too, use pool vehicles for such pur-
poses. An electric vehicle provides an ex-
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ELECTRIC VEHICLES
GREEN FLEET ■ JULY / AUGUST 201224
gasoline-powered car — dramatic savings
by any measure.
In addition to cost advantages, some
electric vehicles are small enough to help
inner city drivers navigate narrow city
streets and fi t into precious city parking.
While there are certainly small ICE cars,
there aren’t any that can drive the 20 or
30 miles an inner city fl eet vehicle drives
for pennies.
Limited Applications, Substantial Benefi ts
Electric vehicle manufacturers must be
careful not to try to market the product
as an overall fl eet solution; they aren’t —
yet. Th e challenges of range, infrastruc-
ture, and size are real. By the same to-
ken, however, fl eet managers must not
view their existing fl eet, and deny elec-
tric vehicles a place. Th e fact that a sales
rep drives 25,000 miles each year is not a
reason to reject EVs outright.
As we’ve seen, it may take a little bit of
outside-the-box thinking to fi nd a home
for EVs. Corporate or branch/regional
pool use, security, low-mileage fl eet use,
all are legitimate business use, and all can
be accomplished without great sacrifi ce by
electric vehicles.
Not yet mentioned, but defi nitely a con-
sideration, is what the public, company
shareholders, and many employees desire:
to see the company take measures to re-
duce its carbon footprint, help reduce the
nation’s dependence on oil imports, and
protect the environment. Going green,
however, is not an easy task. Fleet manag-
ers are limited by the mission of the fl eet
when considering green options.
Electric vehicles will continue to evolve,
with increasing range, more extensive in-
frastructure, and thus provide more and
more solutions to fl eet managers. Going
green will, as time goes on, develop a num-
ber of solutions. But, electric vehicles will
always be part of that eff ort. Why? Because
every building (offi ces, homes, manufac-
turing plants, retail locations, and public
structures) uses, and will continue to use,
electricity. Today, although they are some-
what limited to local and low-mileage ap-
plications, creative fl eet managers can fi nd
applications for EVs.
electric vehicles.
When the right applications are found
for electrics, downtime for service is near-
ly eliminated. Regular preventive mainte-
nance on ICE vehicles includes oil and oil
fi lter changes, other fi lter checks and re-
placements (air fi lter, gas fi lter, transmis-
sion/transaxle fi lters), other fl uids (trans-
mission fl uid); maintenance and repair
issues also include emissions, various hos-
es, belts, and gaskets, and other items in-
volved in internal combustion, cooling,
and lubrication. Fully electric vehicles have
no engine fl uids (no engine), no engine oil
(nor fi lter), and no air fi lter — none of the
usual items used for conventional gasoline-
powered fl eet vehicles. Beyond brakes and
tires, the only regularly scheduled preven-
tive maintenance generally consists of an
annual battery pack check.
Although range is limited, comparing
the respective costs of EVs vs. ICE vehicles
reveals how much less expensive electric
vehicles can be. A gasoline-powered car
with a 20-gallon tank achieving 20 miles
per gallon will have a range of 400 miles;
with $3.50 per gallon fuel cost, for a total
cost of $70. In comparison, assuming a
range of 75 miles, 16 kilowatt hours to ful-
ly charge an empty battery, and the nation-
al average of 12 cents per kilowatt hour of
electricity (as of press time), 75 miles will
cost $1.92. Th e ICE range of 400 miles is
5.3 times the 75-mile electric range; thus,
power cost for 400 miles of driving in the
electric will be $10.18. Th at’s just short of
one-seventh of a fraction of the cost of a
cellent solution for this type of application.
Local fl eet use. Not all business appli-
cations for EVs are “specialty.” Even with-
in the general fl eet inventory, there can be
those that entail only local or low-mileage
driving. Insurance adjusters, for example,
oft en drive only locally, writing estimates
of automotive or other property damage,
taking photos, etc. Th ey usually work alone
(no need for extensive passenger space),
and don’t carry a great deal of equipment
(only a camera, paperwork, and laptop),
so there’s no need for a great deal of car-
go space. A local branch offi ce of an in-
surance company, for example, can use
electric sedans to great advantage. Even
if vehicles are assigned and taken home,
the limited usage will ensure that charging
and range won’t be a problem. Local deliv-
ery, such as for a print shop, offi ce servic-
es, or supply company is another fl eet ap-
plication for which EVs can be a solution.
Many fl eets have such low-mileage, space-
limited applications, even within regular
fl eet operations.
Are There Benefi ts?Beyond just showing the world that the
company is addressing environmental con-
cerns, and the nation’s dependence on for-
eign oil, from a practical standpoint, there
are advantages to fi nding applications for
Although lack of electric vehicle charging infrastructure is a legitimate concern, the number of charging locations for public use continues to grow.
Many electric vehicles are often small enough to help inner city drivers navigate more easily through narrow city streets and fi t into cramped city parking.
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JULY / AUGUST 2012 ■ GREEN FLEET 25
Granite State Clean Cities Coalition is deploying natural gas vehicles and biodiesel in
New Hampshire.
By Julie Sutor, National Renewable Energy Laboratory
Freedom isn’t taken lightly in New
Hampshire, a state where nearly every
license plate enjoins residents to “Live Free
or Die.” Granite State Clean Cities
Coalition (GSCCC) is harnessing
that fi ercely independent spirit in
the transportation arena, steering
fl eets toward reliable, cleaner, do-
mestic sources of energy such as
biodiesel and natural gas.
Th e coalition, administered by
the New Hampshire Department
of Environmental Services under
the direction of Coordinator Do-
lores Rebolledo, saved more than
1.3 million gallons of petroleum fu-
els in 2010 through the work of about 100
stakeholders throughout the state.
Among the stakeholders are municipal-
ities and state agencies that are rightsizing
fl eets, reducing vehicle miles traveled, and
switching from gasoline and diesel to com-
pressed natural gas (CNG). With help from
American Recovery and Reinvestment Act
(ARRA) funds through the State Energy
Program, the New Hampshire state gov-
ernment recently upgraded its CNG fu-
eling station, and several
agencies and the City of
Concord added 10 light-
duty CNG vehicles to
their fl eets.
“Th e City of Concord is
absolutely thrilled that it’s
contributing to air quali-
ty and reducing fuel costs,” Rebolledo said.
Th e City of Nashua, N.H., a GSCCC
stakeholder, is unrelentingly devoted to
CNG, according to Rebolledo. With the
help of funding from the Diesel Emissions
Reduction Act (DERA) and Congestion
Mitigation and Air Quality (CMAQ) pro-
grams, Nashua boasts 27 natural gas vehi-
cles, including refuse and transit vehicles,
and now provides publicly accessible CNG
fueling at its Route 3 station — a fi rst for the
Granite State. Th e public station extends an
existing CNG corridor along Interstate 93
from Massachusetts into New Hampshire.
Th e popularity of biodiesel in the state
is also widespread, with Cranmore Moun-
tain Ski Resort and the City of Keene, N.H.,
paving the way for fl eet managers nation-
wide to use biodiesel in colder climates.
GSCCC helps deploy other alterna-
tive fuels and vehicle technologies as well,
showcasing them at its “Green Your Fleet!”
event. More than 100 public- and private-
sector fl eet managers attend the event,
which covers topics such as electric vehi-
cles, biodiesel, idle reduction, and fl eet-
management soft ware.
“I love spreading the word about the co-
alition, and this event is always a whopping
success,” Rebolledo said.
Breathe Free and Drive
Get Involved With Clean CitiesThrough the work of nearly 100 local coalitions, Clean Cities ad-
vances the nation’s economic, en-vironmental and energy security
by reducing petroleum use in transpor-tation. Clean Cities is an initiative of the
U.S. Department of Energy. Find out more at www.cleancities.energy.gov.
For more information about GSCCC, visit www.granitestatecleancities.nh.gov.
G
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Live Free
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o-
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With the help of ARRA funding, New Hampshire refur-bished one of its public CNG fueling stations (top). The New Hampshire Department of Environmental Services uses a CNG Ford Transit Connect (middle) for air quality monitoring. The City of Nashua has 27 CNG vehicles in its municipal fl eet (left).
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GREEN FLEET ■ JULY / AUGUST 201226
Deli Express collaborated with several fl eet suppliers to achieve positive sustainable changes through the use of traditional fuels and a new, fuel-effi cient truck design.
Using alternative fuels isn’t the only
option for fl eets seeking to go green.
Minnesota-based Deli Express/E.A. Sween
Company, a national food purveyor, chose
to go a diff erent route to achieve its goals
of reduced fuel consumption and a smaller
carbon footprint: improving on traditional
fuel performance.
With the help of key suppliers, the com-
pany was able to develop a fuel-effi -
cient, lightweight, and cost-eff ective
truck without sacrifi cing customer
satisfaction.
Tradition with a TwistDeli Express boasts several Isuzu
NPR ECO-MAX trucks in its fl eet,
with more on the way. Th e results of
utilizing these new vehicles have ex-
ceeded the company’s highest expec-
tations, according to Gregg Hodgdon,
CAFM, director of fl eet operations for
Deli Express.
“Th ese vehicles are demonstrating near-
ly 50-percent better fuel economy than
the rest of our fl eet and are emitting about
700 lbs. less carbon dioxide every month,”
Hodgdon said. Over a 12-month period,
the NPR ECO-MAX trucks will emit 4.2-
tons less carbon dioxide.
Hodgdon has led E.A. Sween’s Deli Ex-
press fl eet for the past 11 years, fi rst as the
fl eet manager, and now as director of fl eet
operations. In this role, he oversees na-
tionwide fl eet operations for Deli Express’
private business distribution, as well as the
consolidated 7-Eleven business.
“Th ese results are proof that it is pos-
sible to improve a fl eet’s carbon footprint
through weight reduction and effi cient
technologies while still utilizing a tradi-
tional fuel source,” Hodgdon said.
An additional benefi t: Deli Express driv-
ers prefer the new trucks to their predeces-
sors. “Our drivers love the NPR ECO-MAX,”
Hodgdon said. “It’s closer to the ground,
so they don’t have to stretch to get in and
out. We love the design of the whole truck.”
Searching for a SolutionHodgdon and Deli Express began their
quest for a greener, more fuel-effi cient truck
that would not sacrifi ce performance, du-
rability, or ergonomics more than two years
ago. With the assistance of the company’s
fl eet management partner, ARI - Automo-
tive Resources International, Hodgdon ex-
plored a variety of alternative technologies
to determine which fuel type could work
best for Deli Express.
“We realized that it was indeed possi-
Bringing Together to Achieve
Deli Express worked with several key
suppliers to design a fuel-effi cient, light-
weight, and cost-effective truck:
● Diesel chassis: Isuzu Commercial
Truck of America.
● Lightweight shell: Johnson
Refrigerated Truck Bodies.
● Refrigeration unit: Thermo King.
● Truck expertise and analytical tools:
ARI – Automotive Resources
International.
AT A GLANCE
Gregg Hodgdon, CAFM, director of fl eet operations at Deli Express, is shown above left with Scott Bates, truck product manager for Thermo King, in front of the fl eet’s new, fuel-effi cient truck. Thermo King’s V-520 RT Spectrum direct drive unit (photo left) completed the truck design.
Gregg Hodgdon CAFM director of fleet operations
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JULY / AUGUST 2012 ■ GREEN FLEET 27
ble to make a positive, sustainable change
with traditional fuels,” according to Hodg-
don. “But, it would require an innovative
truck design that could signifi cantly im-
prove fuel economy without compromis-
ing the power, reliability, and convenience
that Deli Express drivers demand.”
Introduced for 2011, the 12,000-lb.
GVWR NPR ECO-MAX features Isuzu’s
4JJ1-TC 3.0L four-cylinder turbo diesel
engine that generates 150 hp and 282 lb.-
ft . of torque, more than enough, Hodgdon
noted, “to move the driver, the daily car-
go load, and the lightweight body without
breaking a sweat.”
Like all current Isuzu trucks, the NPR
ECO-MAX boasts a B-10 engine life rating
of 310,000 miles, meaning that 90 percent
of 4JJ1-TC engines will reach that mileage
before requiring an overhaul.
As with the entire Isuzu truck lineup,
the NPR ECO-MAX meets EPA 2010 and
California Air Resources Board (CARB)
HD-OBD emissions standards and is clean-
idle certifi ed in all 50 states. Isuzu medium-
duty trucks also off er selective catalytic
reduction (SCR) technology with diesel
exhaust fl uid (DEF) injection to reduce
NOx emissions by 85 percent.
Finding the Right FitTo provide an effi cient refrigeration
unit to complete the new truck, Deli Ex-
press selected Th ermo King’s new V-520
RT Spectrum direct drive unit. Th e Spec-
trum is suited to handle the company’s re-
quirements for both the fresh and frozen
compartments of the truck.
A heating system enables productivi-
ty gains by allowing specialized thawing
applications to occur on the truck, rath-
er than in a warehouse. Th e refrigeration
system is capable of maintaining the re-
quired temperatures throughout the geo-
graphic reach of Deli Express, which in-
cludes both hot and cold climates.
Th e Spectrum uses electric standby to
reduce fuel consumption and correspond-
ing emissions. Th e unit also uses a low
amount of refrigerant, which reduces its
impact on the environment.
Delivering the Desired ConceptDeli Express operates a fl eet of 235 trucks,
110 cars, and 80 cold storage trailers, along
with 100 trucks for 7-Eleven, its largest
customer. Route trucks provide direct store
delivery in 26 states.
Th e time span from concept to delivery
of the fi rst specially equipped Isuzu trucks
was 18 months, with a steady stream of
vehicles being delivered down the supply
pipeline and being integrated into the Deli
Express fl eet.
Working with clients and equipment
suppliers to develop customized solu-
tions to issues of efficiency, sustain-
ability, performance, and dependabili-
ty is nothing new for Isuzu, according
to Shaun Skinner, executive vice presi-
dent and general manager of Isuzu Com-
mercial Truck of America. “We strive to
provide all of our customers with the ex-
act trucks they require, whether they are
trying to achieve low cost of operation,
minimal downtime, exceptional hauling
capability, power, fuel economy, or en-
vironmental friendliness — or all of the
above,” Skinner said.
Helping Others Achieve Sustainability
Hodgdon was recently honored for his
innovation to develop an effi cient and light-
weight diesel truck that provides signifi cant
fuel economy savings and emissions reduc-
tion. Deli Express was recognized as one of
four Sustainable Fleet Award winners at the
2012 NAFA Fleet Management Association
Institute & Expo in St. Louis in April.
For other fl eets looking to achieve sim-
ilar environmental goals, there’s no need
to “reinvent the wheel.” Hodgdon and his
team of suppliers will be presenting their
results during a session at the 2012 Green
Fleet Conference in Schaumburg, Ill., sched-
uled for Oct. 2-3, 2012. Hodgdon will be
joined by Scott Bates, truck product man-
ager for Th ermo King; Edward Crawford,
executive director of strategic marketing
for Isuzu Commercial Truck of America;
Jonathan Schultz, product manager for
Johnson Refrigerated Truck Bodies; and
Craig Neuber, director of strategic con-
sulting for ARI.
Th e session is designed to help educate
fl eet managers on how they can maximize
their supplier resources to help further their
sustainability goals. For more information,
go to www.greenfl eetconference.com.
Supplierse Sustainability Goals
(L-R) NAFA offi cials Joe LaRosa and Rick Sikes presented a Sustainable Fleet Award to Gregg Hodgdon, CAFM, director of fl eet operations at Deli Express, for his innovation to develop an effi cient and lightweight diesel truck that cuts costs and emissions.
(L R) NAFA officials Joe LaRosa andPH
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GREEN FLEET ■ JULY / AUGUST 201228
A cost-effective alternative to conventionally powered vehicles, natural gas is uti-
lized in several different fl eet segments and is producing strong results. By Sean Lyden
Natural gas vehicles (NGVs) offer
numerous advantages for compa-
nies looking to “green” their fleet. The
price of compressed natural gas (CNG)
is at historic lows compared to diesel and
gasoline. Natural gas also burns clean-
er, contributing to lower emissions and
maintenance costs and is a homegrown
fuel, supporting government initiatives
that promote U.S. energy independence.
But, with a limited number of fuel-
ing stations available and an incremen-
tal cost of $10,000 to $20,000 or high-
er (depending on vehicle type and size)
to convert vehicles to operate on natu-
ral gas, can it become a viable alterna-
tive for widespread fleet use?
Green Fleet magazine spoke with rep-
resentatives at AT&T, Giant Eagle, and
Waste Management — all of which have
made substantial investments in vehicu-
lar natural gas technology — to get their
first-hand perspective on NGVs. The fol-
lowing details their programs and results.
Real-World Fleets Put Natural Gas Vehicles to the Test
Several fl eets currently utilizing natural gas vehicles (NGVs) have found:● Quieter operation and positive driver feedback. ● Reduced maintenance issues. ● Quick-to-market solutions to reduce overall fuel costs.
AT A GLANCE
AT&T■ Sector: Telecommunications
■ Types of NGVs: Service vans, light aerial bucket trucks, Ford
F-250s, and passenger sedans.
In March 2009, AT&T announced plans to invest up to $565
million as part of a long-term strategy to deploy approximately
15,000 alternative-fuel vehicles through 2018, including
replacing up to 8,000 vehicles with compressed natural gas
models — one of the largest U.S. corporate commitments to
CNG vehicles to date. As of January 2012, AT&T had added
more than 5,000 CNG vehicles.
According to a 2009 Center for Automotive Research report,
AT&T’s planned alternative-fuel vehicle initiative would save 49
million gallons of gasoline over the 10-year deployment peri-
od and reduce harmful emissions by 211,000 metric tons — the
greenhouse gas equivalent of removing 38,600 passenger vehicles
from the road for one year.
■ Why natural gas? “We chose CNG technology and feel it is
important to AT&T because it’s a cost-eff ective
way to help us reduce our fl eet-based carbon
emissions,” said Katie Dugan, associate director,
Global Fleet Operations, AT&T. “It’s also readily
available in our country right now. Th is is an
investment in the future of our company, one
that will allow us to operate more effi ciently for
years to come. Having a fl eet our size means
that any change can make a signifi cant, positive diff erence, and,
as a result, we hope to help spark greater market demand for
alternative-fuel technologies.”
■ Results: “We expect to avoid the purchase of 2.5 million gallons
of unleaded gasoline in 2012 and each additional year our fl eet of
CNG vehicles are in use,” Dugan said.
■ Challenges: “In any region, the availability of public infra-
structure is the greatest challenge to deploying CNG vehicles,”
Dugan noted.
■ Future NGV plans: “We expect to continue progress toward
our goal of replacing up to 8,000 vehicles with CNG models [by
2018],” Dugan said.DUGAN
AT&T chose CNG technology because it’s a cost-effective way to help the company reduce its fl eet-based carbon emissions, and be-cause it’s currently readily available in the U.S.
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JULY / AUGUST 2012 ■ GREEN FLEET 29
Giant Eagle Inc./Talon Logistics ■ Sector: Food & beverage delivery
■ Types of NGVs: Class 8 trucks and sedans.
Giant Eagle Inc. is one of the nation’s largest food retailers and
distributors, with approximately $9.3 billion in annual sales. Th e
company operates 229 supermarkets and 172 fuel and convenience
stores throughout the northeast.
Since July 2011, Giant Eagle has deployed 10 natural gas-
powered Volvo VMN Class 8 trucks and is awaiting delivery of 10
more similarly equipped trucks. Th e company estimates that the
10 CNG trucks will displace more than 100,000 gallons of diesel
fuel during the fi rst year of operation. Th e company has also built
a CNG-fueling station at its Pittsburgh retail support center and
another at the same location outside the fence for local public access.
■ Why natural gas? “As the domestic supply of natural gas increased
and the transportation industry found new ways to transport the
fuel, we explored CNG,” explained Bill Parry, vice president of lo-
gistics, Giant Eagle, Inc. “Today, there is much more resolve from
the public and private sectors to make this work, including the man-
ufacture of new NGV tractors designed to accommodate this re-
gion’s hilly terrain. Th ere are also signifi cant cost savings as these
trucks operate at about one-third the fuel cost of diesel counterparts.”
■ Results: “Our NGVs and equipment are extremely reliable, with
those vehicles completely incorporated into our fl eet without ex-
ception or restriction,” Parry said. “Driver acceptance has been phe-
nomenal. Our natural gas trucks run quieter and the conversion
created a sense of patriotism as our team members feel like they are
doing the right thing using domestic fuel.”
■ Challenges: “Mpg per unit is slightly below what we were aver-
aging with diesel trucks. Th e current 8.9L engine is smaller than
our typical engine and we had to change the gear ratio to maxi-
mize performance,” Parry said. To overcome this challenge, Gi-
ant Eagle is going to beta test an 11.9L engine.
■ Future NGV plans: “Our plan is to convert all of our heavy-
duty vehicles to natural gas,” Parry said. “In the past year, we
have received a number of environmental awards related to our
conversion to natural gas.”
Waste Management■ Sector: Refuse
■ Types of NGVs: Class 8 collection and service trucks.
Waste Management Inc., headquartered in Houston, was
recently recognized by the Clean Vehicle Education Foundation
for achieving the milestone of deploying its 1,000th natural gas-
powered truck and the company’s advancement of NGVs and
fueling technologies. Many of Waste Management’s natural gas-
powered trucks, including one-third now in service in California,
run on “trash gas,” a biogas derived from the decomposition of
landfi ll organic waste that’s converted to liquefi ed natural gas
(LNG), and then transported to its truck depots.
Nationwide, Waste Management operates more than 1,400 NGVs
and said the vehicles will represent approximately 80 percent of the
company’s new truck purchases for 2012 and over the next fi ve years.
Th e company estimates that for every diesel truck it replaces with
natural gas, it decreases fuel use by an average of 8,000 gallons per
year and reduces GHGs by 22 metric tons, per year, per truck.
■ Why natural gas? “Th is isn’t something we just
‘got into.’ We’ve been pioneering NGV use from the
early ’90s,” said Wes Muir, director of communica-
tions, Waste Management. “We see natural gas as a
very quick-to-market solution to reduce our costs,
carbon footprint, and maintenance costs. Natural
gas is priced at historic lows, and, even if the rates
go up, it is still very favorable compared to diesel.”
■ Results: “One thing our customers really like is that NGV trucks
are far quieter than their diesel predecessors,” Muir said. “Th ere
is also cost avoidance with maintenance issues because the fuel
burns so much cleaner, causing less ash build-up than diesel”
■ Challenges: “Except for the challenges that come with high in-
ternal demand for natural gas, we haven’t really come across any
real issues operating NGVs,” Muir said.
■ Future NGV plans: “We’re constantly looking for new ways to
optimize our operations, including expanding natural gas use,”
Muir said. “Right now, we own 28 fueling stations. We plan to
have 50 by end of 2012.” MUIR
Giant Eagle Inc. deployed 10 natural gas-powered Volvo VMN Class 8 trucks, and estimates that the 10 vehicles will displace more than 100,000 gallons of diesel fuel during the fi rst year of operation.
Giant Eagle Inc deployed 10 natural gas-powered Volvo VMN Class
Many of Waste Management’s natural gas-powered trucks, including one-third in California, run on “trash gas,” a biogas derived from the decomposition of organic waste converted to LNG.
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GFLEET0711realworld.indd 29GFLEET0711realworld.indd 29 6/7/12 2:19 PM6/7/12 2:19 PM
Natural Gas I Electric Vehicle I PropaneClean Diesel I BioDiesel I E-85 I CNGEthanol I Plug-in Hybrid
DRIVING FLEET
Join the largest, most infl uential group of fl eet management professionals in the nation for education, networking and exhibits dedicated to improving fl eet effi ciency and sustainability.
REGISTER BY SEPTEMBER 7 AND SAVE $100
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Green FleetConference & ExpoOctober 2-3, 2012Renaissance Schaumburg Convention Center HotelSchaumburg, IL
EVENT PREVIEW
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EFFICIENCIES
Keynote Speaker Sponsored by
Green Fleet Conference & Expo provides a thorough investigation of today’s most critical alternative energy challenges. Connect with key decision makers and get the resources you need to develop viable solutions to your most pressing challenges, including:
• Optimizing fl eet effi ciencies• Saving money without sacrifi cing critical goals• Leveraging technology to achieve maximum results
TOP 40GREEN GOVERNMENT
FLEETS AWARDS CEREMONY
Wednesday, October 34:45pm - 5:00pm
Visit www.GreenFleetConference.com or Call (800) 576-8788
You are invited to attend the NGVAmerica 2012 NGV Conference & Summit, co-located with the Green Fleet Conference & Expo, for three days of education, networking and thought-provoking discussion addressing today’s key challenges facing industry stakeholders, clean-air/clean-transportation policymakers, and progressive fl eet managers.
“”
Being able to discuss projects and issues with other industry professionals helps keep me grounded and lets me know whether I’m on track or whether I need to adjust. I have to say the networking makes the conference worthwhile in and of itself. Good presentations on programs and technologies are the added value.
— Dave Head, Fleet Manager County of Sonoma, Fleet Operations Division
Santa Rosa, CA
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ATTENDING!
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Green FleetConference & ExpoOctober 2-3, 2012Renaissance Schaumburg Convention Center HotelSchaumburg, IL
Major automotive manufacturers like these and others will offer you a ride:
Audi of AmericaCoda AutomotiveFord Motor CompanyGeneral Motors
HondaIMPCO AutomotiveMercedes-BenzROUSH
NatGasCarNGVAmericaTHINK North AmericaToyota Motor Sales
“I liked the national Clean Cities participation, and the fl eets you had there were very interesting. I was able to (fi nally) drive a diesel Audi A3 and now plan to BUY ONE! I was not able to fi nd one to drive anywhere and the local dealer stated they would not have one until December.
— Rhea Courtney BozicPrincipal, Clean Fuels Consulting
Bay Shore, NY
The best Ride & Drive in the industry just got even better!
• More green vehicles than ever before - cars, trucks, motorcycles, ride-ons, two- and four- wheelers.
• See the latest vehicle technology fi rst-hand.
• Enjoy prize giveaways, music & entertainment.
Take a ride with us and see how far you can get without any gas.
REGISTER BY SEPTEMBER 7 AND SAVE $100
RIDE & DRIVE
Tuesday, October 2 • 9:00am - 11:00am
EXPERIENCE TOMORROW at the
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** Fleet Full Conference Pass/***Fleet Exhibit Hall Only Pass: Private and public fl eets, public policy-makers and fl eet industry associations.
** Supplier Pass: Equipment, product and service suppliers, consultants and investors.
HEADQUARTERS HOTEL:Renaissance Schaumburg Convention Center Hotel Conveniently located in the Chicago Metropolitan Area.
Room Rate: $190 per night while rooms are available. Room rate negotiated at prevailing government per diem rates.
Cut-Off Date: September 14, 2012
Visit www.GreenFleetConference.com for details.
NEW! FREE Exhibit
Hall Only Pass. Get access to the exhibit hall
with twice the square footage from last year, hitch a ride from
some of today’s biggest vehicle manufacturers at our revamped Ride & Drive Event, and sit in for the compelling opening keynote
presentation, all for FREE with your Exhibit Hall Only Pass!
HaGet acce
Green Fleet Conference & Expo OnlyREGISTRATION FEES On or before
9/7/129/8/12 - ONSITE
Fleet Full Conference Pass* $495 $595 Supplier Pass** $695 $695 Fleet Exhibit Hall Only Pass***(Includes access to the opening keynote, exhibit hall and Ride & Drive event only.)
Free Free
Both! Green Fleet Conference & Expo and NGVAmerica Summit REGISTRATION FEES On or before
9/7/129/8/12 - ONSITE
Fleet Full Conference Pass (NGVA Members & Non-Members)* $795 $895
Supplier Pass (NGVA Members)** $995 $1,095 Supplier Pass (NGVA Non-Members)** $1,295 $1,395
NGVAmerica Summit Only REGISTRATION FEES On or before
9/7/129/8/12 - ONSITE
NGVA Members $495 $595 NGVA Non-Members $795 $895
Visit www.GreenFleetConference.com or Call (800) 576-8788
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VEHICLE SHOWCASE GREEN
E
2012 TOYOTA PRIUS PLUG-INJoining the third-generation Prius Lift-back and the new Prius v, the new Prius Plug-in combines the benefi ts of the standard Prius model’s hybrid vehicle operation with extended electric vehicle (EV) driving and more affordable pricing than pure electric or range-extender type vehicles, according to Toyota.
The 2012 Prius Plug-in Hybrid, which offers seating for fi ve, is expected to achieve an EPA-estimated 95 MPGe in combined driving and 49 mpg in hybrid mode.
The 2012 Toyota Prius Plug-in Hybrid will allow true EV operation and perfor-mance for up to 11 miles at speeds up to 62 mph, along with quick home charging
D
AUDI Q7 TDIThe 2012 Audi Q7 TDI is a seven-passen-ger SUV, powered by a fuel-effi cient V-6 turbocharged direct injection TDI clean diesel engine.
Towing capacity is up to 5,500 lbs. (6,600 lbs. with available tow hitch package) and the SUV achieves 225 hp at 3,750 rpm and 406 lb.-ft. of torque at 1,750 rpm.
New for 2012 are the S Line versions of the 3.0 TFSI and TDI models. Standard
GREEN FLEET ■ JULY / AUGUST 201234
using a standard AC outlet and 15-amp dedicated circuit. Operating in EV mode, the Prius Plug-in Hybrid provides the quick, smooth, quiet driving of a pure
electric vehicle. The Prius Plug-in Hybrid also offers
the same luggage space as the standard Prius model.
features include new 19-inch fi ve-arm-structure-design wheels.
A primary highlight for 2012 is the ad-dition of Audi CONNECT to the Q7 Audi
MMI Navigation plus system enabling Google Earth and Google Local Search, as well as a rolling Wi-Fi hotspot for up to eight passenger devices.
ELECTRIC
Four vehicles covering electric, diesel, and compressed natural gas (CNG) fuel options can help fl eets save on operating costs, improve residual value, and increase engine lifecycle.
E
DIESEL D
The 2012 Toyota Prius Plug-in seats fi ve and is expected to achieve an EPA-estimat-ed 95 MPGe in combined driving.
The seven-passenger clean-diesel SUV features a V-6 turbocharged direct injec-tion TDI clean diesel engine and the new S Line version.
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VEHICLE SHOWCASECNG
2013 GMC SIERRA AND CHEVROLET SILVERADO BI-FUEL PICKUPSBeginning in April, Chevrolet and GMC began taking fl eet orders for the bi-fuel 2013 Chevrolet Silverado and GMC Sierra 2500 HD extended cab pickup trucks.
The bi-fuel pickups have a Vortec 6.0L V-8 engine that seamlessly transitions between compressed natural gas (CNG) and gasoline fuel systems. Combined, the trucks offer a range of more than 650 miles. The bi-fuel system provides driv-ers fueling fl exibility and helps eliminate range anxiety, making the bi-fuel pickup truck a realistic option for a wide range of businesses.
The Silverado and Sierra will be available in standard and long box, with either two- or four-wheel drive. The bi-
CNG
FORD F-650 GASOLINE WITH CNG CONVERSION
The entire Ford F-Series Super Duty pickup truck and chassis cab lineup is available with conventional, diesel, bio-diesel B-20, and CNG/LPG-dedicated or bi-fuel capability, and the 6.2L V-8 can also be operated on E-85. Ford F-650 gasoline-powered medium-duty trucks can be optioned for CNG/LPG opera-tion.
Certified clean-burning CNG/LPG alternative fuel gaseous engine prep packages are available across Ford’s truck lineup, helping lower commercial customer operating costs along with emissions, according to the automaker.
All 2012 Ford F-650 and F-750 mod-
JULY / AUGUST 2012 ■ GREEN FLEET 35
fuel trucks are built with a gaseous fuel-ready engine, the fuel system is installed by GM’s tier-one supplier, and the com-pleted vehicle is delivered directly to the customer. The process makes ordering the bi-fuel option as seamless and ef-fi cient as ordering a standard vehicle.
The bi-fuel commercial trucks will be covered by GM’s three-year, 36,000-mile new-vehicle limited warranty and fi ve-year, 100,000-mile limited powertrain warranty and vehicle emissions war-ranty, and will meet all EPA and CARB emission certifi cation requirements.
CNG CNG
The 2013 Chevrolet Silverado (pictured above) and GMC Sierra 2500 HD extend-ed cab pickup trucks are bi-fuel vehicles that can run on CNG and gasoline.
The 2012 F-650 can be optioned for biodiesel or CNG/LPG operation, and available SYNC technology can help keep drivers better connected.
PHO
TO: G
M PH
OTO
: FO
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els will have available SYNC technology to help keep drivers better connected
without them having to divert their eyes from the road.
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GREEN FLEET ■ JULY / AUGUST 201236
Emissions result from burning fuel. If
you burn less fuel, you reduce emis-
sions. Here are 15 ways to do so:
1. Ensure Tires are Infl ated to the
Correct Pressure. One underinfl ated
tire can cut fuel economy by 2 percent
per pound of pressure below the proper
infl ation level. A quarter of fl eet vehicles
operate with one or more underinfl ated
tires. If a tire is underinfl ated by 4 to 5 psi
below the manufacturer’s recommended
tire pressure, fuel consumption increases
by 10 percent. Check the doorpost sticker
for the correct cold tire pressure.
2. Get a Fleet Fuel Card. A fuel man-
agement program helps avoid unauthor-
ized purchases by allowing you to control
exactly what drivers purchase. Use excep-
tion reports to identify drivers who pur-
chase more gallons of fuel than the capac-
ity of their fuel tank at a single refueling.
Th is may indicate that a driver is fueling
another vehicle or storing fuel in gasoline
canisters for personal use. Also, monitor
multiple refueling during the weekend and
too frequent refueling that doesn’t corre-
spond to a vehicle’s mpg.
3. Clean Out the Trunk & Eliminate
Unnecessary Weight. Every 200 lbs. of ex-
cess weight reduces fuel effi ciency by one
mile per gallon. Most drivers accumulate
material in their trunks, much of it unnec-
essary. Instruct drivers to remove all un-
necessary items from the trunk, such as
unneeded tools or materials.
4. Avoid Long Idling. Th e worst mile-
age a vehicle can get is 0 miles per gallon,
which occurs when it idles for long peri-
ods of time.
5. Don’t Buy Premium Fuel. Th ere is
no benefi t to using premium gasoline in
a vehicle calibrated for regular. Octane
has nothing to do with gasoline perfor-
mance, and is merely its volatility factor
in the combustion chamber. Unless the
owner’s manual of your vehicle specifi cally
requires it, don’t use premium fuel. Most
fl eet vehicles are designed to run on un-
leaded regular and fi lling up with premi-
um only increases cost, not performance.
Your fuel cost could go down as much as
10 cents per gallon if you use regular fuel
instead of premium.
6. Monitor Preventive Maintenance
Schedules. Proper maintenance will in-
crease a vehicle’s fuel economy. For exam-
ple, keep the wheels aligned. Wheels that
are fi ghting each other waste fuel. Keep
the air fi lter clean. A dirty fi lter clogs an
engine’s air supply, causing a higher fuel-
to-air ratio and thereby increasing gaso-
line consumption. Replace the air fi lter as
recommended — always consult the own-
er’s manual.
7. Make Drivers Energy Conscious.
Similar to turning off the lights in unoc-
cupied rooms, your drivers should prac-
tice energy conservation habits in their
vehicles as well. If a vehicle has a trip
computer, encourage drivers to use the
“instant fuel economy” display to refi ne
driving habits.
8. Use A/C Sparingly. An air condi-
tioner is one of the biggest drains on en-
gine power and fuel economy. It can re-
duce gas consumption by 5 to 20 percent,
depending on the type of vehicle and the
way it is driven. Don’t use the A/C as a fan
to simply circulate air. Use the vent setting
as much as possible.
9. Encourage Carpooling When Ap-
propriate. Encourage drivers to carpool
when they know that they will be in the
offi ce all day for meetings or catching up
with paperwork.
10. Drive the Posted Speed Limit. Drive
at posted speed limits — this is a tip that
may save a life as well as fuel. Th e EPA es-
timates a 10-15 percent improvement by
driving 55 instead of 65 mph. Use cruise
control during highway driving. Unnec-
essary changes in speed are wasteful, and
the use of cruise control helps improve
fuel economy.
11. Make Your Vehicle More Aerody-
namic. Wind drag is a key source of re-
duced fuel mileage, causing an engine to
work harder, thereby reducing fuel econ-
omy. One way to minimize wind drag is
to keep the windows rolled up. Th is al-
lows air to fl ow over the body, rather than
drawing it inside the cabin and slowing
down the vehicle. A wide-open window,
especially at highway speeds, increases
aerodynamic drag, and the result is up to
a 10-percent decrease in fuel economy. If
you want fresh air, run the climate system
on “outside air” and “vent.”
12. Avoid Aggressive Driving. Th e larg-
est fuel waste occurs with aggressive driv-
ing. Time studies show that fast starts, weav-
ing in and out of traffi c, and accelerating
to and from a stop light doesn’t save much
time, wastes fuel, and wears out compo-
nents, such as brakes and tires, faster. Not
driving aggressively can save up to 20 per-
cent in fuel usage.
13. When Feasible, Have Two Em-
ployees per Vehicle. If several employees
are going to the same work location or job
site, have them take one vehicle instead of
driving separately.
14. Develop a More Efficient Rout-
ing Plan. Efficient routing offers an ef-
fective way for fleets to manage fuel ex-
penses. Plan and consolidate trips to
bypass congested routes and avoid stop-
and-go traffic. By using telematics and
GPS route optimization products, com-
panies have seen a 10- to 15-percent de-
crease in fuel cost.
15. Anticipate Traffi c Flow. In commut-
er traffi c, which usually involves stop-and-
go movement, look two or more vehicles
ahead rather than watching the driver in
front of you. By anticipating a traffi c light
change, an upcoming stop sign, or the need
to slow down for a curve, you can avoid or
reduce brake use and save gasoline.
Did I miss anything? Let me know.
15 Ways to Reduce Fleet Emissions
GREEN TALK
MIKE ANTICH
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800.59.ROUSH ROUSHcleantech.com
FUEL COSTS: 40% LESS
VEHICLE WARRANTY: 5 YEAR / 60,000 MILE1
CO2 EMISSIONS: 24% LESS
PERFORMANCE: IDENTICAL
PROPANE AUTOGAS VS. GASOLINE
CLEAN UP YOUR FLEET, ONE GALLON AT A TIMEReducing 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
1 See ROUSHcleantech.com for complete warranty details
2009 – Newer Ford E-150 / E-250 / E-350 (5.4L V8)
Now Available Coming Soon
2009 - 2010Ford F-250 / F-350(5.4L V8)
2012 - NewerFord F-650 Chassis Cab(6.8L V10)
2012 - NewerFord F-250 / F-350 (6.2L V8)
2007 - 2011Ford E-350 DRW Cutaway(5.4L V8)
2009 - NewerFord E-450 DRW Cutaway(6.8L V10)
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*Based on 2012 ALG Residual Value Awards in the Luxury Car, Luxury Sportscar and Luxury Fullsize Utility categories. “Audi,” “Truth in Engineering,” all model
names, and the four rings logo are registered trademarks of AUDI AG. ©2012 Audi of America, Inc.
Contact [email protected] for more information.
Fiscal responsibility has never been so exhilarating.
Decisions involving spreadsheets and budget reconciliation can very often be sleep-inducing. But now
with Audi having won more 2012 ALG Residual Value Awards than any other luxury brand,* it’s quite the
opposite. Not only does an investment in a fleet of Audi vehicles provide you with a higher resale value,
it also gives you a group of distinctive, high-performance cars to help set your company apart. What’s
more, whether you choose the stylish Audi Q5, versatile A3 or sporty A4 sedan, you’ll have the safest fleet
around (all three were named 2012 IIHS Top Safety Picks). So now regardless of your choice, the financial
side of your job might just be as thrilling as being behind the wheel itself.
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