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Magazine for the alternative fuel automotive fleet industry
Citation preview
VIA MOTORS’ HYBRID TRUCK p8 ● ELECTRIFYING TRANSPORTATION p26 ● REDUCING IDLING p36
TRUCK FLEETSTRUCK FLEETS PROVE GOING GREEN PROVE GOING GREEN
MAKES MAKES ‘GREEN’‘GREEN’Petroleum ReductionStrategies Explained
Medium-Duty Trucks: Five Green Options
VOL. 2, NO. 2
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A BOBIT PUBLICATION WWW.GREENFLEETMAGAZINE.COM MARCH / APRIL 2012
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CONTENTS14 Greening a Truck Fleet Requires Innovation & CreativityAs with any vehicle technology, there are numerous approaches that can be used
to green a fl eet. With trucks, it requires just a bit more patience and creativity.
20 Proven Petroleum Reduction StrategiesBy transitioning to higher mpg vehicles, the State of Washington’s fl eet cut
fuel costs by more than $750,000.
26 Electrifying Transportation in North CarolinaCentralina Clean Fuels Coalition is paving the way for electric vehicles in the
greater Charlotte region.
28 Evaluating Medium-Duty Truck Alternative-Fuel TechnologiesWhen it comes to alternative-fuel systems for medium-duty (Class 4-7) trucks,
one size does not fi t all. Fleets have fi ve green options to consider.
4 Letters
8 Industry News
32 Showcase
35 Transit
36 Editorial
departments
28
20
14
GREEN FLEET ■ MARCH / APRIL 20122
features
M A R C H / A P R I L 2 0 1 2 ● V O L U M E 2 ● N O. . 2
ON THE COVER: TRUCK FLEETS SHARE STRATEGIES AND CREATIVITY IN GREENING FLEETS. ©ISTOCKPHOTO.COM/FRANCK-BOSTONN©ISTOCKPHOTO.COM/MALERAPASO
GFLEET0312toc.indd 2GFLEET0312toc.indd 2 2/14/12 3:08 PM2/14/12 3:08 PM
Westport™ LD a division of Westport™ Innovations - the world leader in natural gas engine
technology - has revolutionized the process for ordering and taking delivery of a CNG truck.
Now you can order a complete bi-fuel truck with the Westport WiNG Power System directly from an authorized
Westport LD Ford dealer. You get a predictable delivery date, single-transaction invoicing, and your trucks
are Key-Ready for your drivers when they arrive at the Ford dealer or your drop-ship location. Plus, the
WiNG system is completely integrated into the OEM manufacturing process so your warranty remains intact
and all WiNG components and workmanship are warranted to the same levels as the vehicle itself.
The simple, smart, Key-Ready process for bi-fuel trucks. It’s the OEM experience... and it’s here today.
For more info: Call 734-233-6850 Visit wingpowersystem.com Email [email protected]
Scan this on
your smart phone
for more info.
Westport WiNG™ Power System
NO KITS | NO CONVERTERS | NO COSTLY RUN AROUND
Only from Westport™ Light Duty
The First. The Only.
EXPERIENCE
Order and take delivery of your Westport WiNG™ Power
System truck directly from an authorized Ford dealer.
CONTENTS
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Weight Reduction as a Green Fleet Strategy
In reference to the editorial in the Janu-
ary/February 2012 issue about using weight
reduction as a green fl eet strategy, historical-
ly, through our “rightsizing” eff orts over the
past several years, we estimate that we have
been able to reduce the curb weight of our
fl eet inventory by more than 2.6 million lbs.
and have seen signifi cant reductions in CO2
and an increase in mpg.
Brad Bohnen Head of Fleet Management -
North America, Strategic Supplier & Contracts Management
Ericsson Inc., Overland Park, Kan.
Lightening the ChassisI enjoy the articles in Green Fleet, especial-
ly the ones that give suggestions for reducing
fl eet costs while reducing emissions. Here at
Schwan’s Home Service Inc., one of our big-
ger improvements has come from transition-
ing to lightweight vehicles. By lightening
the body, we have been able to go to a light-
weight chassis. Th is has reduced our weight
by more than 6,000 lbs., which, in turn, im-
proved fuel economy and brought the truck
closer to the ground, making it easier for the
route salespeople to work from. Many driv-
ers have commented that we have extend-
ed their careers since they do not have to
climb the truck any longer to access the cab
or the product.
Mike SpeerSr. Director of Facilities and Fleet
Schwan’s Home Service, Inc.Marshall, Minn.
CNG Conversion InfoI am the fl eet manager at Gamma Health-
Care Inc., and I use the articles in Green Fleet
magazine every day as examples. My ques-
tion is, how do I turn my Ford Focus from
gasoline to CNG? My fl eet consists of 140
2009-2012 Ford Focus models. Miles per
gallon are high with this fl eet, but nothing
compares to green. Any help on this matter
would be appreciated greatly.
Chris LuxMaterials and Transportation
ManagerGamma HealthCare Inc.
Poplar Bluff, Mo.
Th e below reply is from Stephen Yborra,
director of market development for NGVAmerica
in Washington, D.C. Yborra is also director of
market analysis, education & communications
for the Clean Vehicle Education Foundation
in Acworth, Ga. — Editor
Several factors apply when converting/
retrofi tting a vehicle to CNG:
1. Is an EPA-certifi ed retrofi t system
available for the vehicle and model-year
you seek?
2. Are the accumulated miles on the ve-
hicle low enough that:
a. Th ere will not be technical challenges
related to retrofi tting the vehicle
(gaskets, valves, etc.) to CNG
aft er it has operated on gasoline?
b. Is there enough life left on the
vehicle to allow for the recoup of the
retrofi t investment?
3. Is there CNG fuel available that is:
LETTERS
GREEN FLEET ■ MARCH / APRIL 20124
a. Publicly accessible?
b. Located close to or on regular route
patterns that it is convenient?
I can assist with several of these ques-
tions and refer you to the appropriate re-
sources for the rest:
1. I believe Altech Eco of Arden, N.C.,
currently is the only manufacturer of EPA-
certifi ed systems for the Ford Focus (always
check the EPA website for updates).
2. Each retrofi t system company (re-
ferred to as a small volume manufactur-
er [SVM]) has its own working guidelines
about how old a car it’s willing to retro-
fi t (from a technical perspective). Gen-
erally, the better the vehicles have been
maintained and operated, the longer the
threshold mileage at which the decision is
go/no-go. Contrary to popular belief, most
retrofi ts are done on brand-new vehicles or
vehicles that are within their fi rst 25,000
miles (this threshold mileage varies de-
pending on the SVM. A few will convert
beyond this point, but most will not). How-
ever, there are SVMs in the market who
actually pull the gasoline engine and re-
power it with a rebuilt gasoline-convert-
ed-to-CNG engine, eliminating the issue
of “mileage caps” on used vehicles.
3. Like most SVMs, Altech Eco installs
its own equipment and also has qualifi ed
installers around the country who it has
trained to properly install and service its
equipment. Again, contrary to popular be-
lief, CNG retrofi ts are not a do-it-yourself
(DIY) project. Let Altech Eco refer you to
a qualifi ed installer.
4. Regarding station availability, unless
Dropping Unnecessary Weight Although the title of this letter seems timely consider-
ing we’re still recuperating from the holiday season, I’m
not talking turkey or the aft ermath of too much fruit-
cake; I’m referring to the elimination of excess cargo in
your fl eet vehicles.
One of Automotive Resources International’s (ARI)
truck specifi cation experts and I were discussing the ed-
itorial in the January/February 2012 issue of Green Fleet magazine
on reducing vehicle weight. Since this colleague’s responsibility is
to design vehicles that fulfi ll the driver’s job responsibilities with-
out being overloaded, under-spec’ed, or overpriced, this topic was
understandably of great interest to him.
Mike Antich’s reference to “rolling warehouses” is all too true
in our business. While drivers certainly need the appropriate
tools to successfully complete their job responsibili-
ties, it’s too easy to end up with pounds of items that
just aren’t needed. Th e result is an overly heavy vehi-
cle that consumes excessive fuel, incurs repairs (and
tire replacements!) more quickly, and causes addition-
al harm to the environment.
Consider declaring one of your New Year’s resolutions a
commitment to early spring cleaning. Asking drivers to take a quick
look at what they are carrying (rather, don’t need to be carrying) is
a no-cost way to have a positive impact on your fl eet’s bottom line.
Elisa DurandManager, Strategic Consulting
Analysis & Sustainability Automotive Resources International, Mt. Laurel, N.J.
d
to
ti
ju
cl
tir
al
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LETTERS
GREEN FLEET ■ MARCH / APRIL 20126
www.greenfl eetmagazine.com
Vice PresidentGroup Publisher, Auto GroupSherb Brown
EditorMike Antich(310) 533-2467
Managing EditorLauren Fletcher(310) 533-2415
Senior EditorGrace L. Suizo(310) 533-2414
Associate EditorChris Wolski(310) 533-2442
Web EditorGreg Basich(310) 533-2572
Field EditorAl Cavalli
Production DirectorKelly Bracken
Production ManagerBrian Peach(310) 533-2548
Art DirectorArmie Bautista
Subscription Inquiries(310) 533-2440
www.GreenFleetMagazine.com/Subscription
National Sales ManagerSherb Brown(310) 533-2451
District Advertising Managers
Regional Sales ManagerEric Bearly(310) [email protected]
West Coast Sales Manager/Associate PublisherJoni Owens(310) [email protected]
Great LakesRobert Brown Jr.1000 W. University Dr., Ste. 209Rochester, MI 48307(248) 601-2005 • Fax (248) [email protected]
Sales & Marketing CoordinatorTracey Tremblay
ChairmanEdward J. Bobit
CEOTy F. Bobit
CFORichard E. Johnson
Editorial ConsultantHoward Rauch
Business and Editorial Offi ceBobit Business Media3520 Challenger St.Torrance, CA 90503-1640Fax: (310) 533-2503Printed in U.S.A.
charging rates that are adjusted from time-
to-time to compensate for the actual cost of
the commodity that the utility paid. Utilities
do not make a margin on the gas, just the de-
livery of the gas.
ii. Cost of compression: Rule of thumb is
one fully loaded KWH/GGE is probably10-15
cents per GGE.
iii. Cost of station equipment maintenance:
Don’t skimp here. Pay for regular preventive
maintenance to get the most out of your sta-
tion equipment. If you don’t, you’ll pay for it
in costly repairs — fi gure 30-40 cents per GGE.
iv. Amortized cost of station equipment: Di-
vide the cost of the equipment over the number
of GGEs you expect to produce using that equip-
ment over the expected life of the equipment.
Diff erent compressors have diff erent projected
lifespans (including planned intervals for top-
end valve jobs, rebuilds, etc.). Generally, larger
equipment may be depreciated over a 10-year
period, although the equipment oft en lasts well
beyond that. Generally, smaller equipment has
shorter total life (usually quoted in operating
hours, not years). I use rough estimates of 35-
65 cents per GGE in my classes, but each ap-
plication has its own economic inputs.
CNG off ers great benefi ts to businesses that
have the right operating characteristics, namely:
1. Repetitive routes in defi ned geographic
areas and/or return-to-base operations.
2. High fuel use per vehicle (a relative term,
based on the incremental cost of the CNG ca-
pability). Generally, large vehicles (transit bus-
es, refuse trucks, delivery trucks, etc.) are bet-
ter prospects than smaller vehicles, but many
small vehicle applications are a great fi t (e.g.,
package/document courier services; medical lab
couriers who pick up and deliver from doctors’
offi ces to central labs; operational supervisors
who travel throughout the day; government
workers who travel to multiple appointments
throughout the day — such as social workers,
code/permit inspectors, etc.).
Contact your local Clean Cities Coalition
director to learn about potential state incen-
tives for businesses that transition to alterna-
tive fuels such as natural gas. Th ere may be a
state vehicle retrofi t tax incentive and, I be-
lieve, there are several potential grant programs
available through your state environmental of-
fi ce and through the U.S. Department of En-
ergy, via the Clean Cities Coalition channel.
there is a CNG station nearby that I am not
familiar with, it looks as though you would
likely have to install your own fueling capa-
bility. Th at raises another series of questions:
a. Do you have natural gas service on your
property or at a property that you have rights
to install equipment? If yes, then continue. If
not, then stop. You are not a candidate for CNG
retrofi t unless your business takes your vehi-
cles to St. Louis where there is limited public
access fueling available.
b. What volume of fuel will you need per day
in approximately three years, assuming that you
plan to convert and/or purchase new CNG ve-
hicles as you replace older vehicles? Th e three-
year mark is used because it makes sense to
install suffi cient capacity to meet your project-
ed daily volume in three years. Otherwise, you
are constantly “catching up” by adding equip-
ment to meet needs and this tends to be cost-
ly and higher cost-per-installed gasoline-gal-
lon equivalents (GGE) as economies of scale
generally apply to compressor packagers —
the bigger the package, the less the amortized
equipment cost per GGE — assuming that you
do not grossly under-utilize the equipment.
c. Based on the volume per day, you can size
and install a time-fi ll system that fi lls vehicles
overnight and/or during idle periods during
the day. Time-fi ll is far less expensive to in-
stall than fast-fi ll and likely will meet your
needs. Th ere are manufacturers/packagers
of compression equipment (and related dry-
ers, fi lters, valves, controls, etc.) that cover a
wide range from one GGE per hour up to hun-
dreds of GGEs per hour. In addition, systems
may be installed in “modules” that allow for
growth in capacity, although each has its own
limitations on marginal cost-eff ectiveness be-
fore it makes more sense to bump to the next
size compressor.
d. Depending on the CNG component costs,
detailed below, you should be able to produce
your own CNG at a savings of $1.50 to $2/GGE
as compared with gasoline. Your fully loaded
cost per GGE should include:
i. Cost of natural gas (this comprises the
regulated fee per unit delivered by your local
gas company plus the unregulated “pass along”
costs of the natural gas commodity that it buys
each month for its customers). Most residenc-
es and small businesses are on rate structures
that “bundle” these two components together,
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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
270,000 locations. That oil is then refi ned using a process that requires up to 85% less energy to produce. The result
is an API-certifi ed 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
270,000 locations. That oil is then refi ned using a process that requires up to 85% less energy to produce. The result
is an API-certifi ed 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:1
0 in
S:7 in
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PG&E, VIA Motors Unveil Plug-in Hybrid TruckDETROIT – Pacifi c Gas and Electric Company (PG&E) and VIA Motors unveiled an
extended-range electric (e-REV) pickup truck designed for utilities and other businesses
whose fi eld employees need access to a
power source.
Th e California electric and gas utility
partnered with VIA Motors in 2008
to develop the trucks and has already
deployed two.
Using VIA’s V-Drive, a 650v e-REV
drive system designed for full-size
trucks and SUVs, the e-REV truck can
travel 40 miles solely on electricity be-
fore switching to gasoline, and up to 400
miles extended range.
Nissan e-NV200 Concept Provides Glimpse of Future Electric VanDETROIT – Nissan debuted a produc-
tion version of its all-electric, e-NV200
concept, based on the Nissan NV200
light commercial vehicle.
According to the company, the
battery capacity will support a driv-
ing range similar to the Nissan Leaf,
while payload and cargo space will off er
the same level as the current NV200.
Th e e-NV200 concept shares its major
drivetrain components with the Leaf. Zero-emission
power is supplied by a lithium-ion battery composed
of 48 compact modules and a high-response 80kW
AC synchronous motor that generates 207 lb.-ft .
(280 N-m/rpm) of torque.
MIAMI – Ryder System Inc. signed its fi rst Flex-to-Green lease agreement with media fi rm Source Interlink Companies Inc. for seven diesel-powered vehicles. Under the lease agreement, Source Interlink will have the option to exchange these vehicles for natural gas-powered models. The company currently operates more than 300 vehicles across the coun-try as part of its sales, services, and logistics division.
Ryder’s Flex-to-Green lease is designed to provide custom-ers the option of incorporating alternative-fuel vehicles into their fl eets in support of their business objectives. Ryder’s alt-fuel fl eet includes compressed and liquid natural gas vehicles, as well as hybrid vehicles.
LAS VEGAS – Through an agree-ment between Eaton Corp. and Coulomb Technologies, Eaton’s Level II and DC quick-charging Pow-R-Sta-tion units will now give station own-ers the option to be part of Coulomb’s ChargePoint Network.
Eaton Pow-R-Station charging stations, which can charge a depleted EV in three to four hours, will now have the capability to access all the functionality of the ChargePoint Network and ChargePoint service
plans, including a centralized manage-ment infrastructure to set up services; automated billing and transaction payment processing; 24/7 driver support; and driver services that show real-time station availability. ChargePoint-enabled Eaton stations will be included on all ChargePoint mobile phone applications.
RYDER TO HELP ‘GREEN’ SOURCE INTERLINK FLEET
EATON & COULOMB TEAM UP ON EV STATIONS
INDUSTRY NEWS
GREEN FLEET ■ MARCH / APRIL 20128
GRN1111unilube.indd 1 10/12/11 1:55:53 PM
The extended-range electric (e-REV) truck can provide mobile, onsite power to help manage electrical outages.
A production version of the all-electric e-NV200 concept debuted at the 2012 North American Auto Show in Detroit in January. The battery capacity will support a driving range similar to the Nissan Leaf.
Eaton Pow-R-Station charging units can charge a depleted EV in three to four hours.
DTE Energy Tests Ram PHEV TrucksAUBURN HILLS, MI – Chrysler Group LLC, working in partnership with the U.S. Depart-
ment of Energy (DOE), will provide 10 demonstration fl eet Ram 1500 plug-in hybrid electric
vehicle (PHEV) pickup trucks to DTE Energy of Detroit. Th e PHEV Ram 1500 pickups are
part of a national demonstration fl eet of 140 vehicles that will be used during the next three
years to evaluate customer usage, drive
cycles, charging, thermal management,
fuel economy, emissions, and impact on
the region’s electric grid.
In addition to DTE Energy of Detroit,
16 diff erent cities have received more
than 100 vehicles in the past six months.
Th is is strictly a demonstration pro-
gram. Th ere are no plans for a production
version of the PHEV Ram 1500 trucks at
this time, Chrysler Group said.
The PHEV Ram 1500 pickups are part of a national demonstration fl eet of 140 vehicles that will be used during the next three years.
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INDUSTRY NEWS
GREEN FLEET ■ MARCH / APRIL 201210
Airport Shuttles Convert to Propane Autogas & CNGCHICAGO – Th e GO Group, a major airport shuttle provider, is see-
ing more of its member fl eets go green. GO companies serving San
Francisco International, Seattle-Tacoma International, Milwaukee’s
General Mitchell International, Dallas-Ft. Worth and Puerto Rico’s
Luis Munoz Marin International airports are converting all or part of
their fl eets to propane autogas or compressed natural gas (CNG).
GO Shuttle Express in Seattle, which has 43 propane-autogas-
fueled vehicles, began the conversion process in January 2011 and has
20 more systems to install.
In San Francisco, GO Lorries has converted 16 vans to CNG, with
another 28 to be retrofi tted for CNG by May.
As of December 2011, GO Riteway Transportation Group in Mil-
waukee moved 21 of its 500-vehicle fl eet to propane autogas, seeing
$7,000 in fuel savings since October, according to the company.
Peper Named GM’s New Head of Fleet and Commercial Operations DETROIT – General Motors has named Ed Peper, formerly
general sales manager for the Cadillac brand, to the position of
general manager, Fleet and Commercial Operations.
Brian Small, executive director of GM’s Fleet and Commercial
Operations, has been named to the position of general manager,
U.S. Sales Support Operations for the company, working with
GM’s dealer network. Small is taking over the position from Jim
Bunnell, who was named to the position of VP Dealer Network
and Sales Operations for Chevrolet/Cadillac in Europe.
Peper joined the company’s Cadillac division in 1984, and has
held many diff erent fi eld sales and marketing management posi-
tions with General Motors.
Peper has served as general sales manager of Cadillac since
August 2009 and is responsible for leading the Cadillac fi eld or-
ganization and dealers. Prior to moving to Cadillac, he served as
North American vice president of Chevrolet. In addition, he was
previously general manager of Chevrolet, regional general man-
ager for the General Motors Northeast Region, and vice president
of Sales for Saab Cars, USA.
Small has headed GM’s Fleet and Commercial Operations since
February 2010. Prior to that role, he was general director for GM’s
North America Order Fulfi llment and Global Supply Chain Center, a post that
included supporting fl eet activities.
Small joined GM in 1979, having spent most of his career in vehicle sales,
service, and marketing roles. Representing GM’s four core brands — Chevrolet,
Buick, Cadillac, and GMC — he has worked in key markets across the U.S., ac-
cording to GM.
Bunnell also joined GM in 1979, starting with the company’s Pontiac division.
Aft er roles in fi nance, manufacturing, planning, and sales with Pontiac, he joined
GM’s North American Operations in the product planning organization, work-
ing in sales for the Pontiac brand through 2000. He was named regional general
manager of GM’s Northeast Region in 2003, and, most recently, to the position of
general manager of GM Dealer Network and Sales Support in 2009.
GO Riteway, serving Milwaukee’s General Mitchell In-ternational airport, has saved $7,000 in fuel by convert-ing just 21 of its 500 vehicles to propane autogas.
SMALL
BUNNELL
PEPER
GM Plant Charges Up Solar EV StationWHITE MARSH, MD – General Mo-
tor’s Allison Transmission plant in
White Marsh, Md., received its fi rst
solar electric vehicle (EV) charging
station. Designed by Standard Solar and
Tim-berRock Energy Solutions, Inc.,
the 10kW system features four Level 1
(120v) charging stations, four Level 2
(240v) fast-charge stations, and covered
parking for EV drivers underneath a
solar canopy.
According to TimberRock, the sys-
tem’s anticipated energy production is
12,500 kW-hrs. per year, resulting in 12
fewer tons of CO2 released into the at-
mosphere per year. In addition to charg-
ing EVs, the system also ties directly to
the building so that when the charging
stations are not in use, the energy can be
utilized throughout the building.
General Motor’s Allison Transmission plant in White Marsh, Md., received its fi rst solar electric vehicle charging station. ➞
GFLEET0312_news.indd 10GFLEET0312_news.indd 10 2/15/12 1:37 PM2/15/12 1:37 PM
www.greenfleetcoalition.comwww.greenfleetcoalition.comwww.greenfleetcoalition.com
Certify Your Green Fleet Operation
Coalition Members
MARCH / APRIL 2012 ■ GREEN FLEET 11
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
GFLEET0312_news.indd 11GFLEET0312_news.indd 11 2/15/12 1:37 PM2/15/12 1:37 PM
ABUNDANT CLEAN ENERGY. LEGENDARY HEMI
®
POWER.
INTRODUCING THE NEW RAM 2500 CNG.
Under the hood lies a factory-installed, tried-and-tested, 5.7-liter HEMI V8 that
offers 383 horses and 400 lb-ft of torque1. And if that’s not impressive enough, with
Compressed Natural Gas and unleaded gas this factory-backed, bi-fuel heavy duty
offers an estimated combined range of 367 miles at around half the cost2.
The Ram 2500 CNG — exclusively available to fleet customers. Order yours today.
1When in unleaded gas mode. 2Based on market research performed by World CNG, 2011 Fuel Cost Report. 3See your dealer for complete details and a copy of the 5-Year/100,000-Mile Powertrain Limited Warranty. ©2012 Chrysler Group LLC. All rights reserved. Ram, Ram’s Head logo and HEMI are registered trademarks of Chrysler Group LLC.
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GREEN FLEET ■ MARCH / APRIL 201214
As with any vehicle tech-nology, there are numerous
approaches that can be used to green a fl eet. With trucks,
it requires just a bit more patience and creativity.
In recent years, there has been a growing
trend to “green” fl eets using new emissions-
reducing technology and techniques.
However, green technology isn’t really a
wholly new phenomenon for many fl eets.
Indeed, green truck fl eets have existed for
decades. While some fl eets are old pros at
integrating and managing these cutting-
edge fl eet assets, there are a growing num-
ber of fl eets including green trucks in their
mix for the fi rst time.
While, on the whole, the new technol-
ogy is saving money and adding other ef-
fi ciencies, it can come at a premium and
requires some new ways to manage and
maintain these assets.
Below are snapshots of how truck fl eets
around the country are going green.
Leading the WaySchwan’s Home Service trucks were
“green” long before the current trend in
alternative-fuel technology. Ironically, its
motivation was surprisingly contempo-
rary, explained Roger Porter, director of
fl eet acquisitions. “Back in the 1970s, Mar-
vin Schwan was looking to break our de-
pendence on foreign oil,” he said. So, the
fl eet was transitioned to propane autogas
— a diffi cult task in the late 20th century,
because many OEMs didn’t have the nec-
essary gaseous-prep engines needed to
make the conversion.
Today, 73 percent of Schwan’s 5,000 ve-
hicles are powered by propane autogas, in-
cluding Ford E-450 Cutaways, GMC Savana
cargo vans, and Izuzu cab-forwards. “Th is
percentage would be much higher — but
[due to the recession] there was a limited
availability of gaseous-prep engines,” said
Porter, whose long-term goal is to convert
100 percent of the fl eet to propane autogas.
While propane autogas has been a big
part of Schwan’s fl eet for more than a quarter
century, Porter said he is continuously re-
evaluating this commitment. “It’s a business
decision and we review it every year and fi nd
the investment pays off every year,” he said.
Propane autogas has brought numerous
benefi ts to Schwan’s fl eet in addition to its
economics. Propane autogas is domesti-
cally produced — fulfi lling founder Mar-
vin Schwan’s goal to break dependence on
foreign oil. Propane-autogas-fueled vehi-
cles also tend to be quieter and have few-
er damaging emissions.
Th e biggest challenge has been fi nding
gaseous engine options from the OEMs.
“We continually ask and lobby the OEMs,”
Porter said. “Unfortunately, the various
types of engines we need are not always
available.”
Schwan’s operates its own fueling in-
frastructure at 95 percent of its facilities,
cross-training its warehouse personnel how
to fuel the vehicles. Th is has made its sales
personnel more effi cient. “It gives them
more time to do their jobs,” Porter said.
Even with the effi ciencies gained by op-
erating propane-autogas-fueled trucks,
Schwan’s still relies on grant money to
help fund the purchase of the vehicles. Th e
company has worked with the Clean Cit-
ies Coalition for a number of years and re-
cently joined the coalition’s National Clean
Fleets Partnership, which will help make
the grant process more effi cient.
“We have had an excellent relationship
with the regional Clean Cities organiza-
tions, but, since Schwan’s is in every state,
Greening a Truck FleetGreening a Requires Innova t
By Chris Wolski
Greening a truck fl eet requires fl eet
managers to:
● Measure the costs.
● Determine the best fuel for the fl eet’s
operation.
● Think ahead.
● Be fl exible and expect challenges.
AT A GLANCE
Schwan’s has been operating propane-
autogas trucks since the gasoline crises of the
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MARCH / APRIL 2012 ■ GREEN FLEET 15
it was ineffi cient to work with every loca-
tion individually. Belonging to the Clean
Fleets Partnership streamlines this by giving
us one point of contact,” Porter explained.
Measuring the ‘Five Cs’It’s not just fl eets with a long experience
with alternative-fuel vehicles that are part
of the National Clean Fleets Partnership.
Th yssenKrupp Elevator, a recent entrant
to the propane-autogas fraternity, is using
the resources of the Clean Cities off shoot
to help fund and convert its fl eet as well.
“It’s helped us fi nd new markets where
we can benefi t from incentive money,” ex-
plained Tom Armstrong, director of fl eet
for Th yssenKrupp. “It also gives us better
insight into the country as a whole and more
insight on new technologies by streamlin-
ing the information.”
Although Th yssenKrupp
has just recently begun
greening its fl eet — and
is sure to benefi t from
the fi nancial intelligence
available from the National
Clean Fleets Partnership —
the company as a whole is
committed to global sustainability, explained
Armstrong. “Green is in our [corporate]
DNA. And, we asked how we could take
this [sensibility] to fl eet.”
But, the desire to “green” Th yssenKrupp’s
truck fl eet didn’t mean that vehicle
technology was adopted for its own sake.
Instead, Armstrong developed a system
he refers to as the “Five Cs” that he uses
to evaluate green vehicle technology. Each
“C” is straightforward in what it measures:
● Is it Clean?
● Is it Cost-eff ective?
● Does it Conserve?
● Does it make Common sense?
● Can you Commit?
Using this approach, Armstrong found
the only alternative fuel that made sense
was propane autogas.
Since making this determination, the
fl eet has deployed propane-autogas-fueled
trucks and vans in Phoenix and Seattle and
will soon be introducing them to its Los
Angeles and San Diego operations.
Although propane autogas met all of
Armstrong’s “Cs,” he discovered there was
a sixth “C” — challenge.
While the drivers were enthusiastic about propane autogas and the fl eet is see-
ing fuel-cost savings, Armstrong said the
biggest challenge came from a key feature
of the fl eet — the drivers take their vehi-
cles home at night.
Th is meant that he could only deploy
vehicles where there is a local, public sup-
ply. “We have to work with our suppliers
— they dictate where we go,” Armstrong
observed.
Th ese challenges aside (which Arm-
strong said “were fun” to solve), Arm-
strong expects to have about 10 percent
of the 3,100-plus vehicle fl eet running on
propane autogas by 2015.
In the meantime, he keeps evaluating
all other alt-fuel technology through the
lens of his “Five Cs.”
Greening a Truck FleetTruck Fleeta tion & Creativity
ARMSTRONG
GETTING HTUF
Propane autogas and compressed natural gas (CNG) may be among the more
popular alternative fuels for truck fl eets. But, thanks to the work of the Hybrid Truck Users Forum (HTUF), hybrid-electric technology may become as common an alternative-power source for trucks as the other alternative options.
A project administered by CALSTART, a member organization dedicated to ex-panding and supporting a clean trans-portation industry, HTUF works to assist users and truck makers to reach pre-pro-duction manufacturing levels and de-ployment based on developing common key performance requirements with com-mitted users.
Steps to achieve this may include fl eet characterization, business case develop-ment, lifecycle and performance modeling, and sharing technical information. These key performance requirements, shared with manufacturers, serve as the basis of pilot deployments and then production.
For more information go to www.cal-start.org/Projects/Hybrid-Truck-Users-Forum.aspx
➞
ThyssenKrupp Elevator found that propane autogas was the alternative fuel that made the most sense under its “Five Cs” criteria. The company expects that 10 percent of its 3,100-plus vehicle fl eet will be powered by propane autogas by 2015.
GFLEET0312truck.indd 15GFLEET0312truck.indd 15 2/15/12 1:38 PM2/15/12 1:38 PM
Making an Alt-Fuel SwitchMaking the switch from conventional
fuel to an alternative fuel can be diffi cult
enough — then switching to another al-
ternative fuel can be downright daunting.
But, that’s exactly what Waste Management
of Houston did several years ago when it
changed from liquefi ed natural gas (LNG)
trucks to compressed natural gas (CNG)
for most new natural-gas-powered trucks
going forward.
Th e change was dictated by the fact that
“CNG is easier to manage, it’s cheaper,
and there’s no vapor loss as you have with
LNG,” explained John Lemmons, direc-
tor of fl eet and equipment performance
for Waste Management.
Th e company, which provides waste
management services throughout the U.S.
and Canada will have about 10 percent of
its fl eet running on CNG in a variety of
Peterbilt, Freightliner, Mack, and Autocar
model trucks by the end of 2012.
Lemmons said there are numerous bene-
fi ts from committing to CNG vehicles. One of
the biggest is the reduction of vehicle down-
time and the inexpensiveness of CNG. “I can
buy CNG at less than half what I spend for
diesel. Th e payback for a CNG truck is less
than three years,” he noted. “Convincing our
management to commit to CNG was an easy
sell based on the fi nancial models. ”
Another big benefi t of switching to CNG
was the ability of the Waste Management
crews to be more effi cient. Because CNG
vehicles don’t have the same emissions con-
trol systems as a conventional diesel truck,
each of the company’s vehicles have an ex-
tra 2,000-lb. payload capacity.
But, with the benefi ts came challenges —
the biggest is tied to the company’s fueling
infrastructure, which is operated by Waste
Management. “Th e logistics of conversion
can be a challenge, since no two sites are the
GREEN TRUCK FLEETS
GREEN FLEET ■ MARCH / APRIL 201216
Waste Manage-ment switched from LNG to CNG several years ago. It has proved to be economical and effi cient.
BUILDING AN ALLIANCE
Lack of a fueling infrastructure can be an impediment to adopting alternative-fuel
technology for fl eet use. In addition to onsite fueling installation,
Alliance AutoGas offers an aftermarket bi-fuel conversion system that starts an engine using gasoline and immediately switches over to propane autogas.
Alliance also supports its conversion system by training a fl eet’s maintenance team and drivers. Beyond basic training, the company provides technical and safe-ty support and ongoing service.
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same,” Lemmons explained. “Some have a
very quick turnaround, in terms of site per-
mitting and readily available natural gas,
while others don’t. We’ve dedicated a group
of employees to handling our fueling infra-
structure. One thing we’ve learned is that
the availability of your fueling infrastruc-
ture has to coincide with your truck order.”
Losing Weight & Changing the Fuel Diet
For American Residential Services (ARS)
of Memphis, Tenn., the process of greening
its truck fl eet began with a simple question.
“In 2009, the president asked if we were con-
sidering any alternative fuels for our vehicles.
Th e answer was, yes, we were researching a
variety of options to present to senior man-
agement in the near future,” recalled Mike
Baessler, director of purchasing and fl eet.
While Baessler was researching the ideal
alt-fuel for the fl eet, he put his trucks on a
diet, taking weight out of the box trucks and
working to make them more aerodynamic.
Once the fl eet had been lightened, Baessler
determined that propane autogas was the
best fuel option based on truck and payload
size for its Ford E-250, E-350, and E-450 ve-
hicles. Currently, about 1 percent of its fl eet
is powered by propane autogas.
Aft er two years of preparation, the roll
out of ARS’ propane-autogas-powered ve-
hicles began in July 2011, and they quickly
proved their worth. Th e initial 19 vehicles
introduced to the Houston market have met
with positive response from employees, who
like that the vehicles are quiet, have less fuel
odor, and off er more power.
Baessler also likes that he’s seeing a serious
decrease in his fuel spend. “We’ve seen a re-
duced fuel cost of more than $1 per gallon in
Texas and close to $2 in California,” he said.
Fuel costs have gone down, but Baessler
and his team had a few headaches making
fueling at mostly public stations work. “We
had to modify our fuel card safeguards,” he
explained. “Th ere are limited MCC [mer-
chant category codes], so when the drivers
tried to tank up at U-Haul or the hardware
store, their cards were declined. In Texas, some
locations didn’t have diff erential pumps with
enough horsepower to fi ll the vehicle tanks
in the heat of the summer; we have our own
onsite tank in place now that eliminates that
issue. But, those are the kinds of things you
have to be prepared for when making the
switch to an alternative fuel.”
Baessler said ARS is committed to pro-
pane-autogas-fueled trucks, but is keeping
his eyes open regarding other alt-fuel tech-
nology. Propane-autogas or other alt-fu-
el vehicles will be introduced based on the
needs of that market. And, how green ARS’
fl eet will get depends on a big unknown —
the price of gasoline. “If there’s a dramatic in-
crease or decrease in gasoline we’ll take that
into consideration,” he said.
MARCH / APRIL 2012 ■ GREEN FLEET 17
ARS began greening its truck fl eet in July 2011 in Houston and California. Its propane-autogas trucks have quickly proven them-selves to make fi nancial sense.
GFLEET0312truck.indd 17GFLEET0312truck.indd 17 2/15/12 1:38 PM2/15/12 1:38 PM
*F-150 with optional EcoBoost, EPA-estimated 16 city/22 hwy/18 combined mpg, 4x2. 4x4 shown.
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Maximize your return with vehicles that help lower fuel and maintenance costs.
Ford vehicles are intelligently engineered to ease the
burden on your balance sheet. More models for 2012
off er available EcoBoost® engines that enhance fuel
economy* without sacrifi cing performance, plus
technology that helps maximize mileage between oil
changes. To learn more ways that Ford can save your
company money down the road, visit fl eet.ford.com.
GFLEET_18-19.indd 19GFLEET_18-19.indd 19 2/15/12 1:32 PM2/15/12 1:32 PM
GREEN FLEET ■ MARCH / APRIL 201220
By transitioning to higher mpg vehicles, the State of Washington’s fl eet cuts fuel costs by more than $750,000. By Barbara Bonansinga
The State of Washington’s fl eet oper-
ations department currently man-
ages a fl eet of about 2,600 units, primarily
passenger vehicles. Almost 52 percent of
its fl eet consists of hybrids, making it the
largest hybrid state government fl eet in the
nation. By transitioning to hybrids, Wash-
ington’s new Department of Enterprise Ser-
vices (DES), previously known as Gener-
al Administration, is successfully meeting
its goals to reduce petroleum use, cut costs,
and shrink its carbon footprint.
Fleet’s petroleum use is down about 26
percent since 2005. Fleet manager for the
Washington DES, Bryan Bazard, broke
down the savings this way: “In fi scal-year
2011, the fl eet drove more than 23.6 mil-
lion miles; the average fl eet vehicle fuel
economy was 25 mpg. Averaging cost per
gallon of gasoline at $3.50, we spent more
than $3.3 million on fuel. When fl eet fuel
economy averaged 20.3 mpg as it did in
2005, we would have spent more than $4
million, or an additional $767,000.”
Bazard added that the change refl ected
a larger shift within the state.
“In 1995, the Washington fl eet started
transitioning to higher effi ciency, bi-fuel
vehicles and fuels, such as E-85; however,
the fuel infrastructure for E-85 was lack-
ing, resulting in limited use. So, we transi-
tioned to vehicles with better overall fuel
economy, specifi cally hy-
brid,” Bazard said.
According to Bazard,
the underlying reason for
the move was economic.
“Hybrids replaced full-
size SUVs, then smaller
gasoline-powered SUVs
and took the place of conventionally pow-
ered station wagons,” he said.
Washington DES does not receive fund-
ing from the state legislature. Instead, it is
funded through the rates it charges user
agencies for goods and services. In the case
of vehicles, DES has transitioned to a mod-
el where it owns all fl eet vehicles and leases
them back to user agencies at rates based
on the total cost of ownership. Bazard not-
ed the state’s cost of a hybrid sedan is now
less than the state’s cost of a conventional
gasoline-powered sedan (see table, Fleet
Vehicle Long-Term Rental Rates).
Lease rates are calculated based on iden-
tifi ed administrative costs, depreciation,
fuel, maintenance, and interest charges.
In terms of performance and reliability,
Bazard said the hybrid experience has been
successful as well. “We’ve had great results
with the Toyota Prius that fl eet slates for re-
placement at intervals of about 115,000 miles,
although we have run some of them up to
160,000 miles without issues,” Bazard said.
He noted only one hybrid required a bat-
tery replacement; it was a domestic brand
and the failure occurred within a month of
purchase and was fully warranted by the
manufacturer.
As for battery disposal, Bazard said spent
batteries would be sent back to OEM deal-
ers. Th e only other concern relates to the
degradation of the chassis on a limited num-
ber of domestic hybrids and had nothing
Proven Petroleum
The State of Washington has reduced
fuel costs by $750,000 through:
● Reduced petroleum use by 26 percent
since 2005 by transitioning to alt-fuel
vehicles.
● Support and buy-in from leadership.
● A blueprint for Fleet Fuel Consumption
Reduction.
AT A GLANCE
27
25
23
21
19
17
152005 2006 2007 2008 2009 2010 2011
FLEET AVERAGE MPG
Fleet Average MPG
MPG
The State of Washington’s average fl eet mpg has increased since 2005, reaching a peak in 2009, but staying steady through 2010 and 2011.
BAZARD
GFLEET0312petroleum.indd 20GFLEET0312petroleum.indd 20 2/15/12 1:52 PM2/15/12 1:52 PM
MARCH / APRIL 2012 ■ GREEN FLEET 21
to do with the hybrid systems. He also said
the Prius has been signifi cantly cheaper to
maintain compared to conventional vehicles.
“Th ey almost never need brakes, due to
the regenerative braking system that assists
the conventional brakes, leaving tires and
oil changes as the primary maintenance ex-
penses,” Bazard noted.
New Technology Reduces Maintenance Expenses
While fuel expense and tire costs take
the largest bites out of fl eet operating cost
budgets, on conventional vehicles, routine
brake system repairs account for a signifi -
cant portion of routine maintenance costs.
Bazard has witnessed how maintenance
and repair costs can skyrocket on the
gasoline-powered sedans, which previously
were the dominant vehicle type in fl eet
when they hit 100,000 miles, resulting in
setting the replacement mileage threshold.
Switching to new technology can create
challenges for fl eet maintenance and re-
pair shops and require rebalancing parts
inventories for fl eets with in-house shops.
Bazard said Washington has experienced
an easy transition in that regard. He recom-
mended factory training for hybrid mainte-
nance and repair. Th e DES fl eet outsources
about 70 percent of its major vehicle main-
tenance with a support team of three tech-
nicians in its sole in-house repair shop.
He said that having a Toyota factory
school positioned in nearby Portland, Ore.,
made tech training easy. Some hybrid OEM
training has been provided free of charge
by the manufacturers, others have associ-
ated costs.
“Th e network of vendors who perform
the majority of the work on our fl eet vehi-
ReductionStrategies
FLEET VEHICLE LONG-TERM RENTAL RATES (30-DAYS-PLUS)
Description Class Code Monthly Rate
Cost Per Mile Over First 500
Passenger Cars
SEDAN-HYBRID ALT $242 $0.29
SEDAN-HYBRID-PREMIUM ALTB $272 $0.34
SEDAN PAI $251 $0.33
SEDAN-AWD PAI AWD $279 $0.37
SEDAN-PATROL PAP $340 $0.55
SEDAN-SW SAI $275 $0.37
Passenger & Cargo Vans
VAN-7/8 PASSENGER BAF $352 $0.52
VAN-MINI-7/8 PASSENGER BAM $279 $0.38
VAN-12 PASSENGER CAG $343 $0.50
VAN-PASSENGER-WHEELCHAIR CAI $430 $0.64
VAN-MINI-CARGO CAL $312 $0.45
VAN-MAXI-CARGO CAM $335 $0.49
VAN-MINI-CARGO-AWD CD1 $312 $0.43
VAN-MAXI-CARGO-AWD CD2 $316 $0.44
VAN-SPRINTER-CARGO SPV $380 $0.53
VAN-STEP-CARGO STV $690 $1.13
Pickup Trucks & Utility Vehicles
BOX TRUCK BOX $529 $0.93
TRUCK-1/2T-4X2 UA2 $314 $0.45
TRUCK-3/4T-4X2 UA3 $319 $0.46
SUV-LARGE-4X4 UD5 $346 $0.48
SUV-MEDIUM-4X4 UD7 $318 $0.44
SUV-HYBRID-SMALL-4X4 UDA $287 $0.37
SUV-HYBRID-SMALL-4X2 UDB $268 $0.34
TRUCK-1/2T-4X4-CREW UDC $324 $0.45
TRUCK-SM-4X4 UDD $285 $0.39
TRUCK-1/2T-4X4 UDH $297 $0.41
TRUCK-3/4T-4X4 UDT $324 $0.45
* Effective 1/1/2012 © Copyright 2011 DES
The above chart references the State of Washington’s DES actual rental rates for long-term fl eet vehicle rentals (30-days-plus). Note that the regular passenger car sedan has a higher cost per mile than the hybrid passenger car sedan (highlighted above).
GFLEET0312petroleum.indd 21GFLEET0312petroleum.indd 21 2/15/12 1:52 PM2/15/12 1:52 PM
GF0911toolbox.indd 1 8/19/11 8:46:33 AM
PETROLEUM REDUCTION
GREEN FLEET ■ MARCH / APRIL 201222
fl eets and involves many aspects of govern-
ment operations across multiple agencies.
Th e State fl eet serves as a model for pri-
vate and municipal fl eets leading the way
with its reduction plans and goals.
Washington’s initiative has “teeth” and
the backing of state leadership as substan-
tiated by state leadership in executive or-
der and law. Specifi cally, some of the actions
that the Governor’s EO 05-09 requires state
agencies to include:
● Continue to work with six other West-
ern states and four Canadian provinces in
the Western Climate Initiative to devel-
op a regional emissions reduction pro-
gram design.
● Advise the federal government and
Washington’s congressional delegation on
designing a national program that refl ects
State priorities.
● Work with companies that emit 25,000
metric tons or more each year to develop
emissions reduction strategies.
● Work with businesses and interested
stakeholders to develop recommendations
on emission benchmarks by industry to
make sure 2020 reduction targets are met.
● Work with DNR to develop a forestry
off set program and other fi nancial incen-
tives for the forestry and the forest prod-
ucts industry.
● Evaluate a low-carbon fuel standard or
alternative requirements to reduce carbon
diesel vehicles.
Fleet vehicles are not the only method
Washington is using to reduce its petro-
leum consumption. In 2011, Washington
used more than 335,000 gallons of biodies-
el in the State’s ferries.
On its climate change website, the State’s
Ecology Department summarizes its posi-
tion this way: “Th e State is taking a com-
prehensive approach in developing and im-
plementing a practical and coordinated set
of policies and solutions to meet the green-
house gas (GHG) emissions reductions ad-
opted into law in 2008, and to unleash in-
novation, investment, and job creation. A
broad coalition of leaders, stakeholders,
and the public are off ering their thoughts
and ideas as the State leads the way on re-
ducing GHG emissions, growing the clean
energy economy, and reducing our reliance
on imported fuels.”
Since Washington has a considerable
amount of hydro power, Bazard said the
major GHG producer is transportation
(vehicles, boats, and aircraft ). He considers
biodiesel preferable to regular petroleum
diesel because it produces lower harmful
emissions and is more sustainable. Domes-
tic energy sources, such as diesel made from
agricultural products (such as soybeans)
reduce U.S. dependence on foreign fuels.
DES has been able to push a hybrid-
vehicle-type agenda with the help of
Governor Christine Gregoire’s Executive
Order (EO) 05-01, eff ective in 2005, and
through supportive fl eet policies and goal
setting. Fleet is mandated to convert to
all biofuels, including E-85, biodiesel, or
electricity by 2015.
Th e Washington state legislature also es-
tablished progressive requirements for not
just fl eet but state government to reduce
GHG emissions and its carbon footprint.
Becoming a Model for Other Fleets
As any fl eet manager, public or private,
will tell you, the support and buy-in of
leadership is a necessity to ensure reduc-
tion philosophies are carried out and goals
met. Fleet cost-cutting, petroleum reduc-
tion, and targeting emissions reductions
go hand-in-hand. Th e approach utilized in
Washington reaches well beyond individual
cles have had no trouble handling our hy-
brid maintenance and repair needs,” Ba-
zard commented.
According to Bazard, selling agencies
on hybrids was pretty easy; some basic in-
formation sharing facilitated the success-
ful change. For example, it was necessary
to orient drivers to the simple diff erenc-
es in vehicle starting procedures with hy-
brids, such as using a key fob or button in
lieu of an ignition key.
Operating a successful and cost-eff ective
fl eet program is dependent on appropriate
vehicle replacement cycles.
Washington has been successful in cy-
cling fl eet vehicles out when maintenance
costs begin to climb, in part, due to the use
of certifi cates of participation at interest rates
of around 2.6 percent. Th e hybrid fl eet con-
sists of the Toyota Prius and Camry, Ford
Escape and Fusion, and Honda models.
Agencies that initially resisted the DES
recently adopted the vehicle leasing busi-
ness model; however, since the consolida-
tion occurred, they are enjoying the bene-
fi ts of centralized replacement planning and
newer, more fuel-effi cient vehicles, some-
thing that replacement planning at the big
picture level enables.
DES currently oversees many of the State’s
vehicles, including social and health servic-
es agencies, Dept. of Health, Labor and In-
dustries, and Fish and Wildlife, and it will
embark on an even more expansive con-
solidation soon. In the near future, the De-
partments of Agriculture, Military Aff airs,
Ecology, Veterans Aff airs, and Corrections
will all fall under the new DES umbrella.
Biofuel Use Growing in State Fleet
Washington fl eet has employed other
methods to curb its petroleum appetite, in-
cluding more widespread use of biofuels.
Th e Washington Dept. of Transportation
has about 126 fueling sites, which utilize
B-20 during summer months and B-10 in
the winter. Th is has resulted in further re-
ductions of petroleum for the State’s fl eet.
Last year, 337,000 gallons of petroleum
were replaced by B-100. Th e B-100 was
used to create blends ranging from B-5 to
B-20. Overall, Bazard said biodiesel repre-
sented 12 percent of the fuel used in fl eet’s
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In 2011, the State of Wash-ington replaced 337,000 gallons of petroleum with B-100, which was used to create blends ranging from B-5 to B-20.
GFLEET0312petroleum.indd 22GFLEET0312petroleum.indd 22 2/15/12 1:52 PM2/15/12 1:52 PM
WT0312fsc.indd 1 2/14/12 11:33 AM
(3) By 2050, reduce emissions to the great-
er reduction of 57.5-percent below 2005
levels or 70-percent below the expected
state government emissions that year.
■ By October 1 of each even-numbered
year beginning in 2012, each state agency
shall report to the department the actions
taken to meet the emission reduction tar-
gets under the strategy for the preceding
fi scal biennium. Th e department may au-
thorize the department of general admin-
istration to report on behalf of any state
agency having fewer than 500 full-time
equivalent employees at any time during
the reporting period. Th e department shall
cooperate with the department of gener-
al administration and the department of
community, trade, and economic devel-
opment to develop consolidated report-
ing methodologies that incorporate emis-
sion reduction actions taken across all or
substantially all state agencies.
■ All state agencies shall cooperate in
providing information to the department;
the department of general administration;
and the department of community, trade,
and economic development for the pur-
poses of this section.
Washington’s approach to cost, petroleum,
and emissions reductions is multi-faceted.
In addition to planning and goal set-
ting, agencies are required to report met-
rics to chart progress periodically for ac-
countability. As part of the work relating to
the State Agency Climate Leadership Act,
Washington has taken a look at its progress
via a survey of state government agencies.
A summary of those responses provides
insight into some additional successful strat-
egies employed by fl eets today to cut fuel
consumption.
Other components of Washington’s Blue-
print for Fleet Fuel Consumption Reduc-
tion — Survey Results Summary include:
● 86 percent of agencies responding have
cut the use of gasoline.
● 66 percent disposed of vehicles 10
years old or more.
● 67 percent are purchasing more fuel-
effi cient vehicle types.
● 64 percent have purchased hybrids.
● 21 percent have purchased plug-in
electrics.
● 64 percent are buying smaller vehicles.
● 65 percent have internal policies dis-
couraging SUVs and large passenger
vehicles.
● 70 percent encourage better preven-
tive maintenance on vehicles.
● 56 percent had their own internal fuel
effi ciency policies.
● 27 percent of agencies responding
limit idling.
● 33 percent have reduced their fl eet size.
● 91 percent have taken action to re-
duce costs, fuel consumed, and green-
house gas emissions.
In addition, the majority of fl eets sur-
veyed had business trip reduction policies,
invested in video conferencing technology,
and encouraged carpools. About 60 percent
of agencies responding invested in or pro-
moted the use of video conferencing sys-
tems for travel avoidance with more than
85 percent of the agencies responding hav-
ing attended conferences via webinar and
encouraged ridesharing and van pooling.
A majority, about 89 percent of those re-
sponding to the survey had increased per-
missions for employees to telecommute
and telework.
While government agencies are taking
a leadership role in fi nding ways to reduce
fuel consumption for work tasks, Wash-
ington’s eff orts don’t stop there. For exam-
ple a number of agencies worked to locate
work sites that government employees could
walk, rideshare, or bike to.
Coupled with a comprehensive ap-
proach to providing fuel-effi cient and
hybrid vehicles for agencies to carry out
work missions, Washington has succeed-
ed in cutting fuel costs, reducing fuel con-
sumed, and benefi tting the environment
for its citizens.
About the AuthorBarbara Bonansinga has worked in fl eet management with the State of Illinois for more than 25 years. She can be reached at [email protected].
PETROLEUM REDUCTION
GREEN FLEET ■ MARCH / APRIL 201224
emissions from the transportation sector.
● Join with WSDOT, other West Coast
states, and the private sector to make alter-
native fuels, including electricity for plug-
in vehicles, available along the West Coast
highway and adjoining metropolitan centers.
● Working with the larger regional trans-
portation councils, develop regional trans-
portation plans that will increase transit op-
tions, and reduce greenhouse gas emissions.
● Address the impacts of climate change,
including rising sea levels and the risks to
water supplies.
In addition, the Washington State Leg-
islature mandated as follows:
■ “All state agencies shall meet the state-
wide greenhouse gas emission limits estab-
lished in RCW 70.235.020 to achieve the
following, using the estimates and strate-
gy established in subsections (2) and (3)
of this section:
(1) By July 1, 2020, reduce emissions by
15 percent from 2005 emissions levels.
(2) By 2035, reduce emissions to 36 per-
cent below 2005 levels.
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In fi scal-year 2011, the Washington state fl eet drove more than 23.6 million miles. Averag-ing gasoline costs at $3.50 per gallon, the State spent more than $3.3 million on fuel.
Look for Part 2 of this series on Proven Petroleum Reduction
Strategies, focusing on additional approaches to cutting fuel costs, pe-troleum consumption and emissions
in the next issue of Green Fleet.
app
GFLEET0312petroleum.indd 24GFLEET0312petroleum.indd 24 2/15/12 1:52 PM2/15/12 1:52 PM
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WT0312fsc.indd 1 2/14/12 11:33 AMGFLEET0312petroleum.indd 25GFLEET0312petroleum.indd 25 2/15/12 1:52 PM2/15/12 1:52 PM
GREEN FLEET ■ MARCH / APRIL 201226
Centralina Clean Fuels Coalition is paving the way for electric vehicles in the greater Charlotte region
By Julie Sutor
As electric vehicles hit the market in
increasing numbers, Jason Wager
and Emily Parker of the Centralina Clean
Fuels Coalition (CCFC) are helping fl eets
plug in and charge up. CCFC, one of North
Carolina’s two U.S. Department of Ener-
gy (DOE)-designated Clean Cities coali-
tions, is working with public- and private-
sector partners to deploy electric vehicles;
plan for charging infrastructure; and edu-
cate fl eets and consumers about the asso-
ciated benefi ts, challenges, and opportu-
nities of electrifi cation.
“We’re making steady progress through
a lot of thoughtful planning,” said Wa-
ger, who has led the coalition since 2000.
“We’re looking closely at what’s working
elsewhere before we invest our resourc-
es, and we’re making sure that our infra-
structure deployment is commensurate
with market demand.”
Th e University of North Carolina Char-
lotte is one of many CCFC stakeholders
turning to electricity as an alternative to
petroleum. Th e campus has more than 110
electric-drive vehicles that serve a variety
of functions, including groundskeeping,
maintenance, and housekeeping.
“[Th e university is] reducing petroleum
use, saving money on fuel and protecting
students from breathing exhaust fumes,”
Wager said.
Other EV leaders in the coalition in-
clude the City of Charlotte and Duke
Energy, which have already incorpo-
rated Chevrolet Volts and Nissan Leafs
into their fleets.
On the statewide level, CCFC is leading
the North Carolina PEV Readiness Initia-
tive: Plugging In From Mountains to Sea.
With $500,000 from the DOE, participants
in the initiative are preparing a state read-
iness plan, developing regional plans for
North Carolina’s most populous regions,
and strengthening existing local and re-
gional eff orts.
Th rough the initiative, CCFC recently
launched a new website, www.Go4PEV.
org, dedicated to providing EV readiness
guidance to businesses, government agen-
cies and consumers, and sharing lessons
from early adopters.
“What we’re hearing from folks is that
there’s a need for education and collabo-
ration. If the City of Charlotte has gone
through the process of procuring charg-
ing equipment, for example, why not share
what it learned?” Wager asked.
About the AuthorJulie Sutor is a staff member with the Com-munications Offi ce of the National Renew-able Energy Laboratory in Golden, Colo.
Electrifying Transportationin North Carolina
a
g
“
e
e
s
w
l
A Chevrolet Volt and a plug-in Toyota Prius charge at a media event held at the Schiele Museum in Gastonia, N.C.
A charging station, partially funded by the CCFC, at the Schiele Museum in Gastonia, N.C.
CCFC Coordinator Jason Wager and Co-coordinator Emily Parker get a feel for event sponsor Duke Energy’s high-performance Tesla PEV at a CCFC PEV education workshop.
(L-R) CCFC Coordinator Jason Wager, the City of Gastonia’s Kristy Crisp, and CCFC Co-coordinator Emily Parker unveil a GE Gexpro Level II, partially funded by CCFC.
Get Involved With Clean CitiesThrough the work of nearly 100 lo-cal coalitions, Clean Cities advanc-
es the nation’s economic, environ-mental, and energy security by reducing petroleum use in transportation. Clean Cities is an initiative of the U.S. Depart-
ment of Energy. Find out more at www.cleancities.energy.gov.
For more information about CCFC, visit www.4cleanfuels.com or
www.Go4PEV.org.
Tc
es
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GREEN FLEET ■ MARCH / APRIL 201228
Today’s market is awash in alternative
-fuel options — from biodiesel to
natural gas to electricity to propane autogas.
While each has clear advantages for use in
medium-duty (Class 4-7) trucks, they also
have disadvantages. Th e key to getting the
right menu of fuel sources is to understand
their advantages and disadvantages, weigh
them, and make a decision based on a fl eet’s
needs. Th e following is an overview of the
leading alt-fuel technologies in the medium-
duty market spotlighting each option’s
benefi ts, drawbacks, and potential future
as fl eet fuel sources.
BIODIESEL
Biodiesel is a clean-burning alternative
renewable fuel produced from vegetable
oils (such as soybeans), animal fats, and
yellow grease (recycled cooking oil from
restaurants). Th e term “biodiesel” techni-
cally refers to the pure fuel (100-percent
biodiesel or B-100) before blending with
diesel fuel. Biodiesel “blends” are labeled
By Sean Lyden
Fleets considering alternative fuels have fi ve options to consider:
● Biodiesel, a clean-burning alternative renewable fuel produced from vegetable oils, animal fats, and yellow grease.
● Natural gas, which can be in compressed or liquefi ed forms.
● Propane autogas, also known as lique- fi ed petroleum gas.
● All-electric, which can either be powered from energy collected from a plug-in source or from battery cells located inside the vehicle.
● Hybrid power, which uses a combination of conventional gasoline or diesel and electricity.
at a glance
When it comes to alternative-fuel systems for medium-duty (Class 4-7) trucks, one size does not fi t all. Fleets have fi ve green options to consider.
“However, in order to
guarantee the most effi -
cient, widespread, and
cost-eff ective distribu-
tion of biodiesel over the
long term, more biodiesel will need to
be transported via pipeline,” Weaver said.
“Th ere is already one U.S. pipeline active-
ly transporting biodiesel blends, and sub-
stantial research is currently underway with
the pipeline and petroleum industries to en-
able greater biodiesel distribution via pipe-
line in the future.”
A current list of retailers is available at the
NBB’s “Find a Retailer” link: www.biodiesel.
org/buyingbiodiesel/retailfuelingsites.
For centrally fueled fl eets (with onsite fuel
tanks), a guide to biodiesel distributors can
be found at: www.biodiesel.org/buyingbiod
iesel/distributors.
Fuel quality. Biodiesel that does not meet
strict quality standards can diminish engine
performance, clog fi lters and injectors, and
cause numerous other costly repairs. While
this is a concern at the moment, high-standard
biodiesel is being produced.
“Today, biodiesel production is held to
extremely high-quality standards as dictat-
ed by a thorough and constantly improving
set of American Society of Testing & Mate-
rials (ASTM) specifi cations for biodiesel,”
Weaver explained. “Th ose standards include
ASTM D6751 for pure biodiesel, ASTM
D975 for blends up to 5-percent biodies-
el, and ASTM D7467 for blends between 6
and 20 percent. Biodiesel fuel quality is fur-
ther ensured by the industry’s robust quali-
ty control program, BQ-9000.”
Cold weather operability. “Th e per-
formance of biodiesel in cold conditions
is markedly worse than that of petroleum
diesel,” said Anthony Radich, U.S. Depart-
in terms of percent biodiesel. For example,
B-5 is a blend of 5-percent biodiesel and
95-percent diesel.
BIODIESEL: UPSIDE
Reduced emissions. According to the U.S.
Environmental Protection Agency (EPA),
B-20 biodiesel blend cuts unburned hydro-
carbons by 20 percent, carbon monoxide
by 12 percent, and particulate matter by 12
percent, compared to conventional diesel.
Low initial investment to “go green.”
Biodiesel operates in conventional die-
sel engines with few, if any, modifi cations
and is distributed using today’s infrastruc-
ture, enabling fl eets to keep spare parts’ in-
ventories, leverage central fueling stations,
and utilize skilled diesel mechanics, which
keeps costs low.
Growing original equipment manu-
facturer (OEM) acceptance. All major au-
tomakers and engine manufacturers in the
U.S. accept the use of at least B-5.
“Now more than 60 percent of those com-
panies also support B-20 or higher blends,
making it easier for fl eets to use biodiesel
blends in their vehicles with confi dence,”
said Jennifer Weaver, OEM outreach and
education specialist for the National Bio-
diesel Board (NBB).
BIODIESEL: DOWNSIDE
Fuel infrastructure and cost. Current-
ly, there are more than 3,600 retail and dis-
tributor outlets for biodiesel in the U.S. Bio-
diesel distributors also deliver fuel to fl eets’
own central fueling tanks nationwide. Th e
federal biodiesel tax credit and numerous
state incentives help to bring the cost of bio-
diesel in line with petroleum diesel.
MAWhen it comes to alternative fuel systems for medium duty (Class 4 7) truckss A
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Wh it t lt ti f l t f di d t (Cl 4 7) t k
Alternat ive-Fuel Evaluating Medium-Duty Truck
GRN0112green.indd 28GRN0112green.indd 28 2/8/12 10:02 AM2/8/12 10:02 AM
MARCH / APRIL 2012 ■ GREEN FLEET 29
ment of Energy analyst. In his study Bio-
diesel Performance, Costs, and Use, Radich
noted that the temperature at which wax
crystals can form and potentially clog
fuel lines and fi lters with biodiesel is
higher than that for petroleum diesel.
On the upside, fuel suppliers
can produce biodiesel with addi-
tives that enable it to perform in ex-
tremly cold conditions. For detailed
information on handling cold fl ow is-
sues, visit: www.biodiesel.org/pdf_fi les/fu
elfactsheets/Cold%20Flow.PDF.
BIODIESEL’S FUTURE
In July 2010, the U.S. EPA implemented
the Renewable Fuels Standard 2, calling for
increased volumes of biodiesel to be used in
the U.S. marketplace through at least 2022.
Th e biodiesel production requirement for
2011 is 800 million gallons, ramping up to
as much as 5 billion gallons by 2022. “With
more biodiesel available in the marketplace
and ever-increasing support for biodiesel
by the original equipment manufacturer
(OEM) community, the future for fl eet use
of this advanced biofuel looks very bright,”
Weaver explained.
NATURAL GAS
Natural gas vehicles (NGVs) use inter-
nal combustion engines that are very sim-
ilar to those that run on gasoline or diesel.
Th ere are two types of NGV systems: ded-
icated and bi-fuel. Dedicated systems are
designed to run exclusively on natural gas;
bi-fuel can run on natural gas or conven-
tional fuel (diesel or gasoline) but not both
at the same time.
Light-duty sedans, pickups, and some
smaller medium-duty trucks use either
dedicated or bi-fuel systems, while most
medium- and heavy-duty engines run
dedicated systems only.
Natural gas may be stored onboard in one
of two ways, either as compressed natural
gas (CNG) or liquefi ed natural gas (LNG).
LNG is currently used in less than 5 percent
of NGVs with nearly all used by heavy-duty
trucking and some transit bus operations
because its density allows for a smaller fuel
system footprint. CNG is far more prevalent
in light-duty and medium-duty work trucks.
Factory-built NGVs for delivery fl eets,
public works, and other larger work truck
applications (Class 6 and larger) are avail-
able from many of the major truck manu-
facturers, including Freightliner, Peterbilt,
Kenworth, and International. Conver-
sions are available on Class 5-7 Work-
horse, Freightliner Custom Chassis Corp
(FCCC), and Isuzu trucks ordered with
gasoline engines.
NATURAL GAS: UPSIDE
Environmental benefi ts. According
to Natural Gas Vehicles for America
(NGVAmerica), NGVs produce up to
95-percent less overall toxins compared to
gasoline and diesel vehicles, and produce
between 20- and 30-percent less greenhouse
gas emissions.
North American fuel source. Since
nearly 98 percent of all natural gas used in
the U.S. comes from North America, pro-
ponents argue that increased use, especial-
ly in the transportation sector, which cur-
rently relies heavily on imported oil, is a
viable path for the United States to achieve
greater energy independence now and for
the foreseeable future.
Comparatively low fuel costs. In the
most recent Clean Cities Alternative-Fuel
Price Report (www.afdc.energy.gov/afdc/
pdfs/afpr_apr_11.pdf), CNG off ers a sav-
ings of $1.74 per equivalent gallon of diesel
and $1.82 per equivalent gallon of gasoline.
“Current national fuel prices provide a
compelling case for converting, and, de-
pending on the fl eet application, provide a
payback period of two to four years,” said
Jonathan Culp, manager of strategic alli-
ances for PHH Arval.
NATURAL GAS: DOWNSIDE
NGV Premium. Th e incremental cost
on OEM-equipped and aft er-market con-
version natural gas vehicles varies wide-
ly based on the amount of fuel storage in-
stalled, but may range from $20,000 to as
much $50,000.
While there have been substantial fed-
eral and state tax incentives and/or grants
that lower NGV purchase premiums in the
past, the federal credit for purchasing NGV
expired at the end of 2010, but there still are
state-level incentives. (To learn more about
what is available in your state, visit www.
ngvc.org/incentives/index.html).
Infrastructure. Despite fuel cost advan-
tages, this is a primary constraint impeding
widespread fl eet adoption of natural gas,
even in high-mileage applications. Current-
ly, there are about 1,000 compressed natural
gas (CNG) fueling locations in the U.S., but
only 50 percent are open to the public. A list-
ing of public CNG refueling stations is avail-
able at: www.eere.energy.gov/afdc/fuels/nat
ural_gas_stations.html.
NATURAL GAS’ FUTURE
Natural gas has some clear advantag-
es, but the lack of a natural gas infrastruc-
ture is a big hurdle to its widespread im-
plementation.
“While some states, such as California
and Utah, have a more well developed nat-
ural gas refueling infrastructure, we need to
spur the investment needed to increase the
pace of construction,” said Kathryn Clay,
executive director of the Drive Natural Gas
Initiative. “Th e [recent] announcement by
Chesapeake Energy of its partnership with
Clean Energy Fuel’s Corp will bring about
another 150 liquefi ed natural gas (LNG) sta-
tions to our nation’s interstates. While this is
Technologies
GRN0112green.indd 29GRN0112green.indd 29 2/8/12 10:02 AM2/8/12 10:02 AM
lower cost of propane autogas (compared to
diesel and gasoline), reduced maintenance
costs over the life of a vehicle, and extended
engine life,” Wayne explained. “Propane
autogas burns cleaner in engines than
gasoline and diesel, resulting in reduced
maintenance costs and longer engine life,
which helps curb costs.
Limited availability of propane-autogas-
fueled vehicle platforms. Wayne said the
industry has been aggressively investing
in development to rollout a wider range of
propane-autogas vehicles for fl eets.
“In the past two years, more than a dozen
new on-road platforms fueled by propane
autogas have been developed with funding
from PERC, and more vehicle platforms
are currently being developed by ROUSH
CleanTech, CleanFuel USA, and Freightliner
Custom Cab and Chassis,” Wayne said.
Limited Fueling Infrastructure. “Th e
propane industry has worked with fl eets
to establish a refueling infrastructure that
works best for fl eets’ needs,” Wayne said.
“Onsite refueling dispensers are available
for centralized fl eets, while thousands of
off site refueling stations across the U.S.
make propane autogas readily available.”
To fi nd the nearest propane fueling
station, go to: www.afdc.energy.gov/afdc/
locator/stations.
For more information for centrally fueled
fl eets, visit: www.autogasusa.org/fueling-
with-propane/refueling-options/supplier-
refueling.
PROPANE AUTOGAS’ FUTURE
While not a common part of a medium-
duty fl eet’s fuel menu, there are examples
of market segments that are showing the
relevance and successful implementation
of propane-autogas-fueled vehicles.
“Th e acceptance of school buses, airport,
ground transportation, and delivery vehicles
is positive proof that propane-autogas-
fueled fl eet vehicles make sense not only
today, but also in the future, as pressure
for fl eet managers to run sustainable and
cost-eff ective operations increases,” Wayne
said. “PERC anticipates growth in this
marketplace with new engine technologies
and products, and is positioned to continue
to support growth in this market through
research and development, safety, and
training programs.”
ALL-ELECTRIC
Also known as plug-in electric vehicles
(PEVs) and battery-electric vehicles (BEVs),
all-electric medium-duty trucks are pro-
pelled entirely by electricity from the util-
ity grid, with a range of 80 to100 miles or
more on battery power.
OEMs such as Navistar (www.estartrucks.
com), Smith Electric (www.smithelectric.
com), ZeroTruck (www.zerotruck.com),
and Freightliner Customer Chassis Corp.
(www.freightlinerchassis.com) off er all-
electric trucks with gross vehicle weight
ratings (GVWRs) of 12,000-lbs. to 29,500-
lbs., top speeds up to 65 mph, and ranges
up to 100 miles on a full charge.
ALL-ELECTRIC: UPSIDE
Zero tailpipe emissions. Since BEVs do
not burn liquid or gaseous fossil fuels at any
time, they produce zero tailpipe emissions.
Lower fuel and operational costs. Th e
biggest advantage for PEVs and BEVs from
a fl eet perspective is the operating costs for
electric vehicles are substantially lower than
diesel trucks. “Th e cost-per-mile for BEVs
may be a third of the cost-per-mile for die-
sel trucks of the same weight class, includ-
ing maintenance costs,” said Dave Hurst,
senior analyst, Pike Research.
ALL-ELECTRIC: DOWNSIDE
High initial cost. Th e upfront cost of me-
dium-duty electric trucks is about double
that of diesel, and fl eets are typically incur-
ring additional costs for the recharging in-
frastructure, including potentially trench-
ALT-FUEL TECHNOLOGY
GREEN FLEET ■ MARCH / APRIL 201230
an important step, more needs to be done.”
Clay added that federal tax incentives
could help, as could decisions by local pub-
lic utility commissions to encourage the
development of NGV refueling stations.
PROPANE AUTOGAS
Propane autogas, also known as liquefi ed
petroleum gas (LPG), is used as a fuel in
internal combustion engines in light-,
medium-, and heavy-duty vehicles.
Propane is produced from both natural
gas processing and crude oil refi ning,
in roughly equal amounts from each
source. Proponents point to the fuel’s
potential to wean America off foreign
oil, as 97 percent of propane consumed in
the U.S. is produced in North America.
PROPANE AUTOGAS: UPSIDE
Widespread use. Propane autogas is
the third most common vehicle fuel in the
United States, used in bus, taxi, shuttle, and
light- and medium-duty truck fl eets, ac-
cording Steve Wayne, chief technology of-
fi cer, Propane Education & Research Coun-
cil (PERC). He attributes the expansion of
propane to a rapidly growing maintenance
and refueling infrastructure, in addition to
increased availability of propane-autogas-
fueled vehicles.
Fuel cost savings. According to a recent
Clean Cities Alternative Fuel Price Report,
propane autogas off ers 86-cents-per-gallon
savings compared to diesel.
Reduced emissions. “Propane autogas-
fueled fl eet vehicles emit 12-percent less
carbon dioxide, about 20-percent less nitrogen
oxide, and up to 60-percent less carbon
monoxide than gasoline-fueled vehicles,
which provide a sustainable solution for
fl eets looking to reduce emissions and fuel
costs,” Wayne said.
PROPANE AUTOGAS: DOWNSIDE
Conversion Cost. Trucks equipped
with liquid propane autogas injection sys-
tems have an initial purchase price between
$4,000 to $12,000 more than conventional
gasoline or diesel trucks.
“Th e conversion cost can be off set by the
PHOTO: ©ISTOCKPHOTO.COM/DOODLEDANCE
Natural gas comes in two forms: com-pressed natural gas
(CNG) and liquifi ed natural gas
(LNG). LNG is used in only 5 percent of vehicles, main-
ly heavy-duty trucks and tran-sit buses.
GRN0112green.indd 30GRN0112green.indd 30 2/8/12 10:02 AM2/8/12 10:02 AM
MARCH / APRIL 2012 ■ GREEN FLEET 31
ing for the charging equipment power line
and adding new electric service. “Th ese
costs may not be included in a cost-per-
mile calculation, but are defi nitely consid-
ered when calculating the return on invest-
ment” Hurst noted.
To narrow the price gap, the Recovery
Act established tax credits for purchas-
ing electric vehicles ($2,500-$7,500 per
vehicle, depending on the battery capac-
ity) and conversion kits to retrofi t con-
ventionally powered vehicles with elec-
tric vehicle capability ($4,000 per vehicle,
maximum). For details on the federal tax
incentive go to: www.afdc.energy.gov/
afdc/laws/law/US/409.
Some states are also off ering as much as
$5,000, in addition to federal incentives, in
tax credits for electric vehicles. For more
information on these state tax incentives,
visit www.afdc.energy.gov/afdc/laws/state.
Limited applications. Since the existing
range for all-electric medium-duty trucks
is approximately 100 miles, there is a small
niche in which these trucks can feasibly
operate — most prominently the urban-
delivery market.
Limited charging infrastructure. All-
electric medium-duty trucks currently work
best for fl eets that have return-to-base op-
erations, where the trucks can charge over-
night and then deploy on their routes the
next day, without the need to recharge while
away from “home.”
So, what’s holding back BEV growth
in the medium-duty market is the abili-
ty to charge away from home base, to re-
duce “range anxiety” for drivers, and ex-
tend routes beyond existing battery range
limits. To overcome this challenge, feder-
al stimulus money is being used to subsi-
dize developing residential and commer-
cial “quick charge” EV charging stations in
select urban markets.
ALL-ELECTRIC’S FUTURE
Genevieve Cullen, vice president,
Electric Drive Transportation Association
(EDTA), expects to see battery electric
vehicle (BEV) fl eets growing over the
next fi ve to 10 years. “Announcements of
substantial purchase plans by some of the
largest fl eets — General Electric, FedEx
Express, and UPS — are indicators of the
market’s growing interest,” she said. “Market
share will grow faster as costs come down
over the next few years as manufacturers
achieve economies of scale.”
HYBRID
Medium-duty hybrids use a combina-
tion of diesel and electricity. In slower (be-
low 30 miles per hour) stop-and-go traffi c,
the hybrid system acts primarily as an elec-
tric motor, drawing power from the bat-
tery pack, and automatically switches be-
tween electricity and diesel, as needed. In
steady driving conditions above 30 miles
per hour, the hybrid truck is powered by
the diesel engine.
Factory-built hybrid trucks are available
from Kenworth (T270 Class 6 and T370
Class 7 Hybrids), Peterbilt (330 Hybrid),
and International (Durastar Hybrid). Th ere
are also several aft ermarket hybrid conver-
sion systems compatible with most medi-
um-duty trucks.
HYBRID: UPSIDE
Fuel cost savings. According to Hurst at
Pike Research, the operational cost (includ-
ing fuel and maintenance) of medium-duty
hybrids is approximately 25-percent lower
than conventional diesel-powered trucks.
Extended range compared to all-elec-
tric vehicles. “If it’s an application where the
vehicle needs to be in a heavier class (Class
5 and up), needs an energy-hungry refrig-
eration unit or other equipment, will need
to be used for multiple shift s (so no down-
time to recharge), or has a full load at the
end of its route, then a hybrid may be a bet-
ter match,” Hurst said.
HYBRID: DOWNSIDE
High conversion cost. Hybridization is
expensive — as much as $20,000-$30,000
or more — so it’s a good idea to do exten-
sive route analysis before undertaking a hy-
bridization project, advised Jonathan Culp,
manager of strategic alliances, PHH Arval,
a full-service fl eet management company
based in Sparks, Md.
“Begin by matching the drive cycle and
route to a specifi c conversion spec to ensure
that you will be able to achieve the goals of
the project,” he said. “For example, I would
not advise a client to hybridize a long-haul
vehicle. Rather, I would recommend doing
so to a vehicle that makes constant starts-
and-stops and has a known delivery route.”
HYBRID’S FUTURE
Both BEV and hybrid medium-duty
trucks should both see strong growth and
be on similar trajectories to some degree,
predicted Hurst of Pike Research.
“Th e diff erence between them is that the
hybrid truck market has a 10-year head start
on the BEV truck market at the moment,”
he explained. “So, while we anticipate that
hybrid medium-duty trucks will reach
sales of almost 13,000 vehicles per year by
2017, during that same year, BEV trucks
will likely sell about 3,000. Th e main reason
for the diff erences will be the costs and the
duty cycle of the two vehicles will appeal to
diff erent fl eets for diff erent reasons.”
The Bottom LineSo, which green energy source is the best?
Th e short answer, according to the experts,
is all of them, but for diff erent reasons.
“Ten years from now, fl eets will most like-
ly have some of each of these technologies,
along with emerging technologies such as
plug-in hybrids, hydrogen fuel cells, and per-
haps, even near-fi eld charging,” said Culp of
PHH Arval. “Th is is not a VHS versus Beta-
max issue. All of these technologies are going
to be important in helping to reduce our pe-
troleum dependence, and each will provide a
positive return on the investment given the
right niche and fl eet application. I would ad-
vise companies to stay current with emerg-
ing trends and build partnerships with other
fl eets to fi nd out what is working for them.”
PHO
TO: ©
ISTO
CK
PHO
TO.C
OM
/KG
4IC
N
Biodiesel is a clean-burning alternative re-newable fuel produced from vegetable oils (such as soybeans), animal fats, and yellow grease (recycled cooking oil from restaurants).
GRN0112green.indd 31GRN0112green.indd 31 2/8/12 10:02 AM2/8/12 10:02 AM
VEHICLE SHOWCASE GREEN
E
NISSAN LEAFThe Nissan Leaf is the fi rst mass-mar-
ket electric vehicle. Powered by a lithium-ion battery pack composed of 48 compact modules and a high-response 80kW AC synchronous motor generating 107 hp and 207 lb.-ft. of torque, the Leaf has a 100-mile range on a single charge based upon U.S. EPA LA4 City Cycle conducted in laboratory tests. Technology assists the driver with range management.
The Nissan Leaf can be charged up to 80 percent of its full capacity in under 30 minutes when equipped with a quick charge port and using a DC fast charger. Charging at home through a 220v outlet is estimated to take approximately seven hours.
GREEN FLEET ■ MARCH / APRIL 201232
The lithium-ion battery pack carries a warranty of eight years or 100,000 miles. The quick charge port is standard on the SL model.
The front-wheel drive Nissan Leaf uti-lizes a dedicated EV platform with batter-ies housed in the fl oor for optimum vehicle packaging and weight distribution.
Six vehicles covering the gamut of fuel options can help fl eets improve fuel effi ciency, lower operating costs, and reduce dependence on foreign oil.
ELECTRIC E
NATURAL GAS NG
The Nissan Leaf’s range is approximately 100 miles based on U.S. EPA LA4 City Cycle tests.
NG
HONDA CIVIC NATURAL GAS
Formerly known as the Civic GX, the fourth-generation model has been rebranded as the Civic Natural Gas to highlight its most distinctive feature: the fact that it’s a dedicated CNG vehicle.
The Civic Natural Gas is ideal for a broad range of fl eet applications, includ-ing for “runners,” supervisors, parking lot contractors, parks and recreation departments, mass transit organiza-tions, utilities, insurance companies, and pharmaceutical reps.
Featuring a four-cylinder natural gas engine, it achieves 110 hp and 106 lb.-ft. of torque with a 5-speed transmission.
The Civic Natural Gas engine produces almost zero smog-forming emissions and is the cleanest internal-combustion
vehicle certifi ed by the U.S. Environmental Protection Agency (Tier-II, Bin-2 and ILEV certifi cation as of August 2010).
Ideal for a broad range of fl eet applications, the Honda Civic Natural Gas was formerly known as the Civic GX.
GFLEET0312showcase.indd 32GFLEET0312showcase.indd 32 2/8/12 10:03 AM2/8/12 10:03 AM
VEHICLE SHOWCASENG
FORD F-650 GASOLINE ENGINE: CNG/LPG UPFIT
The 2012 Ford Super Duty features a gasoline engine — a class exclusive in the medium-duty truck segment — a 6.8L three-valve gasoline engine that achieves 362 hp and 457 lb.-ft. of torque. The engine couples with a Ford 6R410 6-speed transmission with double over-drive gears.
An optional gaseous fuel preparation package is available for conversion to compressed natural gas (CNG) or liquefi ed propane autogas (LPG) fuels.
Ford Commercial Trucks now feature a CNG/LPG alt-fuel choice across all com-mercial truck models. The CNG/LPG gas-eous engine prep packages are developed
NG
CNG CHEVROLET EXPRESS & GMC SAVANA
General Motors Fleet and Commercial Operations began offering Chevrolet Express and GMC Savana compressed natural gas (CNG) full-size vans in spring 2010. These CNG vehicles are powered by a specially designed Vortec 6.0L V-8 engine equipped with hardened exhaust valves, and intake and exhaust valve seats for improved wear resistance and durability with gaseous fuel systems. They are also upfi tted and delivered directly to the customer with the fully integrated and warranted dedicated gaseous fuel system in place.
Commercial customers choose CNG because it is among the cleanest burning fuel of any alternative-fuel choice for a fl eet, according to the manufacturer. According to the U.S Environmental Protection Agency (EPA), CNG-powered vans can produce approximately 25-percent fewer carbon dioxide
MARCH / APRIL 2012 ■ GREEN FLEET 33
and tested by Ford, and the manufacturer maintains the engine and powertrain limited warranty (fi ve-years/60,000-miles), while the upfi tter is responsible for the
system component warranty. Mileage estimates for the 2012 Ford
Super Duty F-650 with CNG package is approximately 250 miles.
emissions than similar gasoline and diesel-powered vans.
The Chevrolet Express and GMC Savana CNG vans are covered by GM’s three-year/36,000-mile new vehicle lim-
ited warranty and fi ve-year/100,000-mile limited powertrain warranty, and meet all EPA and California Air Resources Board (CARB) emission certifi cation requirements.
The 2012 Ford Super Duty features an optional gaseous fuel preparation package for conversion to CNG or LPG fuels.
The CNG-powered Chevrolet Express and GMC Savana cargo vans are powered by a specially designed Vortec 6.0L V-8 engine.
➞
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G
DODGE DART The fi rst Chrysler Group vehicle built on
Fiat Group architecture, the 2013 Dodge Dart is offered with a choice of three four-cylinder engines. Drivers can select from a new Tigershark 16-valve 2.0L engine, a 16-valve 1.4L MultiAir Intercooled Turbo engine, and a new Tigershark 16-valve 2.4L MultiAir four-cylinder engine. These three engines offer three transmission choices as well.
According to the manufacturer, the MultiAir technology delivers optimum combustion at any speed under all driving conditions by allowing direct and dynamic control of air intake and combustion.
The new vehicle features a tailored split-crosshair grille, projector headlamps and fog lamps, and accentuated fenders up front. Dodge full-width LED “racetrack” tail lamps and integrated dual exhaust
— both inspired by the Dodge Charger — are designed to accentuate the vehicle’s stance and look.
The 2013 Dodge Dart will be available in fi ve trim levels: SE, SXT, Rallye, Limited,
and R/T. It will be built in the United States at Chrysler Group’s Belvidere As-sembly Plant in Belvidere, Ill. Production of the 2013 Dodge Dart will begin in the second quarter of 2012.
GREEN FLEET ■ MARCH / APRIL 201234
GREEN VEHICLE SHOWCASE
GASOLINE G
Available in fi ve trim levels, the 2013 Dodge Dart features a choice between three different four-cylinder engines.
D
VOLKSWAGEN PASSAT TDI
The all-new 2012 Volkswagen Passat is a mid-size sedan produced in Chattanoo-ga, TN. The Passat TDI version – the only diesel option in the segment- delivers an estimated 40 mpg on the highway with the optional DSG 6-Speed Automatic, and a range of almost 740 miles on one tank of fuel.
The 2.0L TDI Clean Diesel in-line four-cylinder engine produces 140 hp and 236 lb-ft of torque. The TDI engine is equipped with selective catalytic reduction systm (SCR), a clean engine that fulfi lls emission requirements in all 50 states.
Standard premium features include
automatic dual-zone climate control and Bluetooth - no-charge 3yr/36,000-mile scheduled carefree maintenance program is also standard.
The 2012 VW Passat is a 2012 IIHS Top Safety Pick, the 2012 Motor Trend Car of the Year, and received a 5-Star NHTSA safety rating.
DIESEL D
The all-new 2012 Volkswagen Passat TDI delivers an EPA estimated 40 mpg high-way with an automatic transmission.
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MARCH / APRIL 2012 ■ GREEN FLEET 35
SHOWCASE TRANSIT
In 1993, the Centre Area Transportation
Authority (CATA) of State College, Pa.,
committed its transit fl eet to compressed
natural gas (CNG). It hasn’t looked back.
Th e commitment was spurred by a
partnership with its local natural gas
provider, Columbia Gas of Pennsylvania.
“Columbia Gas was promoting natural
gas as a vehicle fuel, and my predecessor
argued that partnering with CATA would
be a good showcase of what it was trying
to do,” said Hugh Mose, CATA’s general
manager.
Jumping in feet fi rst, while other transit
fl eets were tentatively dipping their toes,
was a necessity. Th e fl eet’s newest vehicle
was almost a decade old, and some buses
dated to the 1960s. “Our bus fl eet was
so terribly antiquated, we needed to do
something,” Mose explained.
CNG also fi t with the community’s
interest in clean-burning domestically
produced fuels.
Navigating New TechnologyWorking with Columbia Gas, and obtain-
ing state and federal grant money, CATA
secured 16 CNG-powered Orion transit
buses and installed a fueling infrastructure.
Th e reaction when the buses were put into
service in 1996 was immediate. “Th e Orions
were demonstrably better. It really attracted
public attention,” recalled Mose, who joined
the transit system in 1995.
CATA’s entire transit fl eet of 61 buses —
primarily New Flyers — is now powered
by CNG, and serves an annual ridership of
7.1 million, including students from Th e
Pennsylvania State University.
While the CNG fl eet has been a big
success, Mose admitted being on the cut-
ting edge of alternative-fuel technology
came with some defi nite growing pains.
For instance, the fueling infrastructure
was quickly outgrown by the CNG fl eet
as the older diesel buses were cycled out.
Th ere were also issues with the technology,
both from a lack of understanding it — the
fi rst winter saw a near-catastrophe when
the desiccant in the gas dryers wasn’t kept
adequately dry, causing the fuel lines in the
buses to nearly freeze — and technological
issues with the early buses — the fi rst 24
engines required top-end overhauls because
of burned exhaust valves. Th ere were also
headaches with trying to purchase natural
gas. While these issues were daunting, Mose
credits Columbia Gas with “hand-holding
us through these challenges.”
Adapting to CNGChallenges overcome, Mose and his
CATA colleagues found they had a fl eet
that was “more popular than we could have
imagined.” Of course, the biggest benefi t
has been to the bottom line. Mose is pay-
ing about 70 cents per gallon equivalent
for natural gas, compared to $3.40 per
gallon for diesel.
CNG may bring with it some unique
challenges and benefi ts, but Mose said
fl eet management hasn’t really changed
from when it was a conventionally fueled
fl eet. “Th ere was some question about
how long the engine would last,” Mose
commented. “In our experience it is just
as long as a diesel. We have a few buses
with 300,000-plus miles.”
Th ere are also some maintenance cost
increases associated with CNG. For in-
stance, because CNG doesn’t have the same
lubrication properties as diesel, it requires
a higher, more expensive grade of oil.
As for the fl eet’s future, Mose expects to
replace all of the 1996 Orions and nine of
the 1997 New Flyers with 28 new New Flyer
coaches later this year. Of course, they will
be CNG-powered. “We’re [committed to
CNG] for the long haul,” he said, adding
that he’d be open to other economically
viable fuel types “if they materialized.”
CATA: All About PartnershipsWorking with a local natural gas provider has spelled success for Pennsylvania-based Centre Area Transportation Authority (CATA). While other transit fl eets were dipping their toes in the alt-fuel waters, CATA jumped in feet fi rst. By Chris Wolski
Introducing its fi rst CNG transit bus in 1996, CATA hasn’t looked back.The fl eet is committed to CNG for the foreseeable future.
■ FACT BOXHeadquarters: State College, Pa.
Vehicles: 4 El Dorados, 16 Orions, 41 New Flyers.
Coverage: 135 square miles.
Annual ridership: 7.1 million.
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GREEN FLEET ■ MARCH / APRIL 201236
If you want to green your fl eet by reduc-
ing emissions, you need to decrease fuel
consumption. Th e easiest way to do so is to
decrease unnecessary idling. For example,
every gallon of gasoline burned idling cre-
ates 19.5 lbs. of CO2. Similarly, every un-
necessary gallon of diesel burned creates
22.4 lbs. of CO2.
Until the advent of telematics devices,
idling was not perceived to be a major prob-
lem for fl eets. But, once engine data was cap-
tured by fl eets on a large-scale basis, it quick-
ly became apparent that idling represented
a signifi cant problem. Idling for longer pe-
riods of time, whether at a jobsite, railroad
crossing, or pulling off the road to make a cell
phone call, consumes gasoline that could be
saved by simply turning off the engine. Th e
amount of unnecessary idling varies by fl eet;
however, some fl eets have recorded idling as
much as 35 percent of the time. Eliminating
an hour of idling per day will result in signif-
icant cost savings and emissions reductions
over the course of a year. For fl eets operat-
ing Class 3 and larger trucks, the savings are
even more signifi cant. For example, a typ-
ical truck fl eet burns a half-gallon of diesel
fuel for every hour a truck idles, and, in the
process, adds the equivalent of 40 miles of
wear-and-tear to the engine.
A Growing Fleet TrendReducing unnecessary idling is the sim-
plest and easiest way for a fl eet to reduce fuel
costs and unnecessary emissions. In addi-
tion, excess idling also causes needless en-
gine wear-and-tear and unnecessary noise
pollution. A typical goal for many fl eets is
to reduce engine idling time to less than 5
percent, which is measured using onboard
telematics devices.
Many fl eets have implemented anti-
idling initiatives. Sears, which operates a
fl eet of 11,000-plus owned and leased ve-
hicles, has implemented a no-idling policy
for all vehicles at the distribution facilities
for Sears Holdings Logistics Services. Sim-
ilarly, Ill.-based ComEd (Commonwealth
Edison Co.) is engaged in a major eff ort
to reduce idling among its fl eet of 3,100
vehicles. According to ComEd, if vehicle
idling were reduced by one hour per day
among all ComEd fl eet vehicles, it could
annually eliminate an estimated 4.5 mil-
lion lbs. of carbon dioxide emissions and
save $724,000 in fuel costs.
Many fl eets implement anti-idling pro-
grams using the “big stick” approach. How-
ever, the best (and most eff ective) way to
achieve sustainable long-term results is
through driver education. By modifying
driver behavior, you make your employ-
ees “greener” drivers. However, educating
drivers is not as easy as it sounds. Some
drivers mistakenly believe that frequently
starting and stopping an engine uses more
gasoline and causes additional wear-and-
tear on the vehicle. Th is may have been a
legitimate concern in the past, but, with to-
day’s fuel-injection engines, starting sys-
tems are more effi cient and don’t require
as much fuel to restart an engine. Another
common reason for excess idling is to oper-
ate an air conditioning system, so a driver
can stay cool in the summer, or to operate
a heater to stay warm in the winter. Fleet
managers struggle with this form of idling
because they want to reduce fuel costs and
emissions, but not at the expense of driv-
er morale. Th e reality is that for many em-
ployees, their vehicles are also their offi c-
es. It is up to the driver to exercise proper
discretion.
Turn Off the EngineAn anti-idling program encourages driv-
ers to turn off their engines when the ve-
hicle is not moving. Restarting an engine
uses about the same amount of gasoline
as an engine idling for 30 seconds. When
idling for longer than 30 seconds, instruct
your drivers to turn off the engine. How-
ever, be aware that turning off the engine
may also disable safety features, such as
air bags. Drivers should be certain to uti-
lize this strategy only in situations where
there is no possibility of collision.
A growing number of fl eets are using
telematics as the most cost-eff ective tool
to curb “fuelish” behavior. One example
is Genuine Parts, which determined driv-
ers were idling company trucks two to
three hours per day. Its drivers make 12-
15 stops and deliveries per evening. Th ey
idle engines 15-20 minutes at each stop for
a combination of reasons. Drivers typical-
ly want to maintain cab climate comfort,
but many also feared frequent tailgate use
would run down the battery if the engine
wasn’t running. However, this proved to
be a false concern. A test by the compa-
ny’s lift gate installer determined lift gates
could actually be cycled 14 times before
the battery ran down.
Anti-idling programs are not only being
implemented by private fl eets, but also the
public sector. A growing number of munic-
ipal fl eets are looking to curb idling to re-
duce fuel costs and cut tailpipe emissions.
For instance, 31 states currently have some
sort of existing regulations pertaining to
anti-idling. Of these states, California has
the most codes and regulations. Th e Cal-
ifornia Air Resources Board has enacted
numerous regulations that regulate vehi-
cle idling in the state. However, excessive
idling is defi ned and regulated diff erently
around the country. For example, in Vir-
ginia, the excessive idling threshold is 10
minutes, while in some Western states, such
as Hawaii, no idling is permitted when a
vehicle is stationary in a loading zone, ser-
vice area, or parked.
In the fi nal analysis, a vehicle gets 0
miles per gallon when idling and needless-
ly releases emissions into the atmosphere.
Let me know what you think.
Reduced Idling = Reduced 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
THE ZERO COMPROMISE ALTERNATIVE FUEL SOLUTION
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)
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)
Now Available Coming Soon
2007 - 2011Ford E-350 DRW Cutaway(5.4L V8)
2009 - NewerFord E-450 DRW Cutaway(6.8L V10)
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