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 light-duty-vehicles@westport.com

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

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?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

GFLEET0712webtoc.indd 4GFLEET0712webtoc.indd 4 6/7/12 1:54 PM6/7/12 1:54 PM

©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.

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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

Subscriptions@GreenFleetMagazine.com

National Sales ManagerSherb Brown(310) 533-2451sherb.brown@bobit.com

District Advertising Managers

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

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

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

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

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

a

m

s

m

t

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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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.

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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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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

Brought to you by the publishers of

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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Co-Located with

STATE YOUR CASE FOR

ATTENDING!

Download our customizable justifi cation letter today!

www.GreenFleetConference.com

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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.)

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Both! Green Fleet Conference & Expo and NGVAmerica Summit REGISTRATION FEES On or before

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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

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NGVA Members $495 $595 NGVA Non-Members $795 $895

Visit www.GreenFleetConference.com or Call (800) 576-8788

Brought to you by the publishers of

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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

RD

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.

mike.antich@bobit.com

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 corporatesales@audi.com 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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