green fleet magazine july/august 2011

HYBRID OPERATING EXPENSES p20 ● ALT-FUEL USE IN TRANSIT FLEETS p22 ● LONG ISLAND GOES ‘GREEN’ p26

How to Build aSuccessful Green Fleet

Retrofi tting:Improve Fuel Effi ciency

on Existing Units

Frito-Lay TrucksGet an Electric Boost

A BOBIT PUBLICATION WWW.GREENFLEETMAGAZINE.COM JULY / AUGUST 2011

VOL.1, NO. 2

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CONTENTS6 Using Technology to Impact Driver BehaviorTh e valuable data captured through telematics systems is helping fl eet managers

promote and teach eco-driving best practices among company drivers.

10 How to Build a Successful Green Fleet Th ree fl eet industry professionals share best practices and off er advice on how to

avoid mistakes in developing and implementing green fl eet initiatives.

12 Retrofi tting Your Way to an Alt-Fuel VehicleOff ering lower per-gallon fuel costs and clear environmental benefi ts, alt-fuel fl eet

units are the wave of the future. Using retrofi tting as a viable solution, fl eets don’t

have to invest in new assets and can make the most of their existing fl eet units.

16 Frito-Lay & Smith Electrify Medium-Duty TrucksAs the seventh largest private fl eet in the U.S., operating approximately 22,000

vehicles, Frito-Lay is incorporating medium-duty electric box trucks into its

operations.

20 Real-World Hybrid Fleet Operating Expenses Several high-profi le fl eets have been utilizing hybrid vehicles for a few years and are

speaking up about the results.

22 Transit Fleets Come Clean with Alternative-Fuel Technology Th e maturation of alternative fuels has made it easier for transit agencies to

implement programs than it was for early adopters in the 1990s. Still, there are

many lessons to learn from the early pioneers.

26 Helping Fleets Run Clean in Long IslandGreater Long Island Clean Cities Coordinator Rita Ebert is supporting fl eet eff orts

to leave petroleum behind. 4 Industry News

28 Green Vehicle Showcase

35 Transit Showcase

36 Editorial

departments

10

16

26

6

GREEN FLEET ■ JULY / AUGUST 20112

features

J U L Y / A U G U S T 2 0 1 1 ● V O L U M E 1 ● N O. . 2

ON THE COVER: ©ISTOCKPHOTO.COM/DANIEL_M©ISTOCKPHOTO.COM/DIMITRIS66

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FLEETS FOR CHANGE MISSION:

FLEETS FOR CHANGE MEMBERS (as of 6/15/2011)

FOUNDING MEMBERS SUPPORTERS

Pledge. Measure. Benchmark. Save.

For more information on Clinton Global Initiative:

COMMERCIAL FLEET 20% GHG EMISSIONS REDUCTION |

Want to see how much

with a 20% reduction?Check out the Fleets for Change Savings Calculator.

Join Fleets for Change and be part of a bold industry-wide effort to conserve fuel, cut greenhouse gas emissions, and save money.

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There is no cost to participate in this effort.

For more information call 847-412-4965

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CONTENTS

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Audi Sets Out to Become Carbon-Neutral OEMHERNDON, VA – Under the motto of “Audi balanced mobility,” Audi is gearing its ef-

forts to pursue a major goal: complete CO2-neutral mobility. Th e automaker unveiled

its e-gas project to the public for the fi rst time May 12 and 13 in Hamburg, Germany.

Audi balanced mobility refers to a sustainable approach that addresses every aspect

of the automotive value-added chain and provides new impulses for all gas and power

suppliers in Germany. To achieve this, Audi is systematically using clean power. “We

are producing climate-friendly fuels and forming a new mindset for which our entire

company stands. Th at’s the objective of Audi balanced mobility,” said Audi Chairman

Rupert Stadler.

Audi has set up an entire

portfolio of sustainable sources

of energy, which includes pro-

ducing “green” power. Th e auto-

maker contributes to the construction of off shore North Sea wind turbines, generating

green power that is then fed into the public power grid. Th e company said it plans to

use green power to produce and operate its electric-drive e-tron models in the future.

A production unit will use some of this wind-generated electricity to manufacture

hydrogen by means of electrolysis. Hydrogen can be used in the future as a source of

energy for fuel-cell vehicles or, in an additional step, it can be used to manufacture

methane, known at Audi as e-gas. It is chemically identical to natural gas and can

power combustion engines. Starting in 2013, Audi will begin series production of

TCNG models with engines powered by e-gas.

Veolia Installs ‘Green’ Safety Technology in 5,000 VehiclesLOMBARD, IL – Veolia Transportation, a private-sector operator of multiple modes

of transit, is installing SmartDrive’s “eco-driving” technology in 5,000 of its vehicles

throughout the U.S.

Veolia began installing the Smart-Recorder systems in May. Following this rollout,

the company plans to deploy the video-based safety and eco-driving solution within

its entire fl eet of Veolia transit, which includes vans, sedans, taxis, and paratransit ve-

hicles. Th e company’s On-Demand division includes SuperShuttle, ExecuCar (private

sedan service), and taxi businesses, in addition to shuttle services and tour buses.

“Veolia is committed to helping its clients improve safety and productivity,” said

Shelly Hall, Veolia’s vice president of safety, Transit Division. “We’re moving to Smart-

Drive because we want to continue to lead the transportation industry in identifying

and encouraging driver safety and, in this era of escalating fuel costs, reducing fuel

consumption.”

SmartDrive uses video, audio, and ECU-connected vehicle data sensors to detect

and record risky driving maneuvers, such as sudden stops, hard cornering, aggressive

acceleration, and excessive speed. Th e system uses detection of these maneuvers to

recommend actions to improve safe driving perfor-

mance. Th e SmartDrive recorder system also enables

drivers to instantly recognize fuel-wasting maneu-

vers with in-cab visual driver feedback. Because the

SmartRecorder is connected to a vehicle’s engine

computer, it’s possible to measure actual improve-

ment in fuel savings, Veolia stated.

ROCHESTER HILLS, MI – Medical equip-ment and services provider Wright & Filippis recently replaced seven of its vehicles with propane-fueled versions and plans to convert fi ve more before the end of the year, with poten-tially more conversions on the way.

Out of a fl eet of 177, 77 are used for delivery and customer service to end users; the rest are used for sales.

Currently, the company’s seven propane-fueled vehicles are headquartered at its Rochester Hills Central Distribution facility. Three of the vehicles are 2011-MY Ford E-350 cargo vans, and four are E-350 dual rear-wheel cutaway vans. The fl eet has seen an overall fuel cost savings of more than $3,000 for the fi rst three vehicles deployed.

Additional details are available at www.greenfl eetmagazine.com. Search keywords: Wright & Filippis.

TORRANCE, CA – Toyota’s upcoming Prius v is on track for delivery to U.S. fl eet and retail customers this fall, a company spokesperson confi rmed.

The Prius v is the new, larger version of the Prius, providing up to 50 percent more cargo room than the original model, with a total of 34.3 cubic feet of cargo space behind the rear seats. EPA-estimated fuel economy is rated at 42 mpg city, 38 mpg highway, and 40 mpg combined.

WRIGHT & FILIPPIS USING PROPANE VEHICLES TO REDUCE FUEL COSTS

TOYOTA SAYS PRIUS v ON TRACK FOR U.S. DELIVERY THIS FALL

INDUSTRY NEWS


Wright & Filippis unveiled one of its new propane-fueled vehicles at a ribbon-cutting ceremony.

The Prius v offers up to 50 percent more cargo room than the original Prius, ac-cording to Toyota.

& Filippis unveiled one of its

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JULY / AUGUST 2011 ■ GREEN FLEET 5

Light-Duty Hybrid Fleet Sales to Reach 7.4 Percent by 2015 BOULDER, CO – A recent report from Pike Research forecasts sales of light-duty hybrid vehicles to

U.S. fl eets to reach 7.4 percent of total fl eet sales by 2015. Th e report found that over the next few years,

corporations and governments will be focused on improving the effi ciency of their vehicle fl eets.

In addition, the report forecasts fl eet managers will increasingly turn to plug-in electric ve-

hicles (PEVs) to reduce lifetime operating expenses and lower vehicle emissions.

Globally, Pike forecasts 1.3 million PEVs will be purchased for use in fl eet operations between

2010 and 2015, with nearly 400,000 vehicles being sold annually by the end of the forecast period.

Passenger cars will be the leading segment in the PEV fl eet market over the next fi ve years,

representing more than 80 percent of total global sales in 2015. Additional details are available at

www.greenfl eetmagazine.com. Search keywords: Pike Research.

INDUSTRY NEWS

Fed Fleet Ordered to Purchase AFVs & Right-Size WASHINGTON – President Barack Obama issued a memorandum directing the federal agencies

that operate the federal fl eet of more than 600,000 civilian and non-tactical military vehicles to

fi nd ways to reduce petroleum-based fuel usage and cut costs.

Th e memorandum includes a requirement that all new light-duty vehicles, leased or purchased

by agencies, must be alternative-fueled vehicles by Dec. 31, 2015. Examples given include hybrid,

electric, compressed natural gas (CNG), and biofuel vehicles.

Executive vehicles used by federal agencies must be mid-size or smaller sedans (unless a larger

vehicle is critical to the agency’s mission) and have limited engine sizes.

In conjunction with the memorandum, the General Services Administration (GSA) launched a

pilot project to bring electric vehicles (EVs) into the fl eet. Th e GSA announced an initial purchase

of more than 100 EVs, which it will lease to 20 agencies, including the Department of Energy,

and will be located in Washington, D.C.; Detroit; Los Angeles; San Diego; and San Francisco. Th e

GSA said it will also coordinate the installation of necessary charging stations for the pilot.

Dallas Adds 24 Electric Vehicles to Fleet DALLAS – Th e City of Dallas has added 24 electric vehicles to its fl eet as part of the City’s ongoing

commitment to reduce vehicle air emissions and fuel consumption. At nearly 40 percent, Dallas

has one of the largest alternative-fueled fl eets in Texas, according to the City.

Th e vehicles, Miles ZX40ST trucks manufactured by Miles Electric Vehicles, were purchased

with a Department of Energy grant facilitated by the North Central Texas Council of Govern-

ments. Th e Miles EV ZX40ST has

a top speed of 25 mph.

TXU Energy also added to

Dallas’ clean fl eet by donating a

Chevrolet Volt electric vehicle

to the City in May as part of its

Brighten GreenBack program.

According to Miles EV, battery

life average is 25,000 miles, which

is about 3.3 years of use. Th e

company estimates the cost of

operating a Miles ZX40ST truck

is $0.0759 per mile.

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 EditorThi Dao(310) 533-2544

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

[email protected]

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.

Autom

otive Fleet

The City of Dallas purchased 24 Miles EV ZX40ST trucks.

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The valuable data captured through telematics systems is helping fl eet managers promote and teach eco-driving best practices among company drivers.

By Cindy Brauer

The power of telematics technology

has been harnessed to impact the

human variable in eco-conscious vehicle

operations — the driver. Fleet managers

are using the valuable data captured by in-

vehicle telematic devices to promote and

teach fuel-effi cient, green driving habits

among company drivers.

With data such as mph history, idling

times, speed, and driver performance —

transmitted wirelessly to their desktops,

laptops, or even smart phones — fl eet

managers can monitor and train drivers

in eco-driving best practices. And hold

accountable intractable gas-guzzlers and

recalcitrant CO2-emitters.

Th e accounts of two fl eet managers illus-

trate how telematics systems have helped

reduce fuel costs and curtail corporate

greenhouse gas production.

WaterOne Fleet Finds Success with Training & Tracking

Two years ago, when Stacy Clark joined

WaterOne as fl eet and building services man-

ager, the Kansas water utility started focus-

ing on sustainability measures throughout

its operations. A 13-year fl eet veteran, Clark

fi rst looked to vehicle right-sizing, assessing

cost-per-mile data, including fuel, mainte-

nance, and depreciation of the utility’s 300-

unit service and maintenance fl eet.

Riding with drivers, examining job de-

scriptions, and analyzing functions, Clark

realized some of the utility’s vehicle assets

“may have been overkill.”

Migrating from V-8 pickups to a six-cyl-

inder compact SUV nearly doubled vehicle

fuel economy, Clark noted. His next move

may be right-sizing the fl eet’s large car-

go vans to smaller units, such as the Ford

Transit Connect.

Once right-sizing, baseline, and bench-

marking measures were underway — 70 per-

cent of the sustainability picture, said Clark

— he next looked to company drivers.

“Roughly 30 percent of fuel effi ciency is

what the driver is doing. Even in a Prius, a

driver can drive aggressively and too quick-

ly,” neutralizing the vehicle’s fuel advantag-

es, Clark pointed out.

“Give drivers the right tools [a right-sized

vehicle], then training, coaching, and tracking

their progress is the next piece,” he said.

Clark researched a variety of telematics

providers, but found most systems too costly

for his low-mileage fl eet. “Most would nev-

er result in an ROI for us due to higher cap-

ital and running costs,” he said.

While at a NAFA Fleet Management

Association meeting, Clark heard about

GreenDriver off ered by Donlen, which the

fl eet management company was piloting as

the green fl eet program. Featuring three

products — GreenDriver Online Driver

Training, DriverPoint Telematics, and

GPS Reporting — the program focuses on

driver behavior.

Th e GreenDriver four-module, online

training program details CO2 emissions

reduction and fuel economy management.

Specifi cally, drivers learn how vehicle main-

tenance, trip pre-planning, and small chang-

es in behavior can impact fuel consumption

and CO2 output.

Aft er successfully completing a fi nal exam

section, drivers print their Certifi ed Green-

Driver certifi cate.

DriverPoint Telematics provides a small,

driver-installable device that measures and

reports key driver behaviors, including rap-

id acceleration, hard stops, and speeding

events. Monthly DriverPoint Scorecard re-

ports benchmark individual drivers against

fellow company drivers and the fl eet against

industry peers.

Clark calculated the GreenDriver cost —

roughly half of other systems he considered

— could provide a reasonable ROI, and he

began a six-month pilot with Donlen last

October. Th e results were impressive, said

Clark: a 5- to 10-percent gain in mpg, driv-

en by a 70- to 90-percent reduction in neg-

ative driving events (acceleration, deceler-

ation, speeding, and idle time).

Driver

Telematics tools promote eco-driving best practices through tracking and re-porting such fl eet data as:

● Idle time.

● Speeding events.

● Rapid acceleration and hard stops.

● MPG.

AT A GLANCE

Using

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“What was most remarkable was the re-

duction in aggressive driving off enses. From

10 hard brakes to just two; speeds over 70

mph were basically eliminated. An average

idle time of 20 percent dropped to less than

5 percent, even in the winter time. All these

results aff ected the fl eet’s overall fuel econ-

omy,” Clark reported.

Armed with data on the fl eet’s less-aggres-

sive — and therefore safer — driver records,

WaterOne is negotiating with its insurance

carrier for lower premiums, a further ROI

improvement, Clark said.

Driver response to the GreenDriver pro-

gram has been favorable, Clark said.

“We have had a lot of driver questions

that we’ve been open to and provided thor-

ough responses to help with driver buy-in,

trust, and change management,” he said.

“We explained what the black box [Driver-

Point device] does and what it doesn’t do;

what is being tracked.”

Drivers were reassured the devices were

not a punitive measure. “We told them we

wanted them to be successful. By taking that

tone with employees, we were able to get all

the devices installed and training done ex-

peditiously,” Clark said.

From the monthly Fleet Scorecard, Clark

prepares an executive summary. Drivers

and their managers get a courtesy e-mail

with the data. Th e reports are designed to

create dialogue and encouragement from

manager to driver.

Within driver groups, the monthly peer-to-

peer comparisons have spurred competition.

One supervisor admitted his fi ve-member

team regularly compares their individual

numbers, said Clark. “At one point, one of

the team felt he had hit a wall, so I rode along

with him to provide feedback. Th e employ-

ee wanted to do well,” he recalled.

Managers and supervisors recognize top-

performing drivers with “WOW awards,”

gift certifi cates, and general kudos, Clark

said. He plans to acknowledge the top 5-10

percent of drivers annually.

GreenDriver’s reporting function also

benchmarks WaterOne data against utility

industry peers. “We started the program with

a 3.22 overall rating, on a 1-10 basis. In May,

our rating was 5.12,” Clark reported.

He credits the fl eet’s progress to a strategy

that includes tracking, coaching, and com-

municating about the benefi ts of eco-driv-

ing best practices not only for the drivers,

but the entire company as well.

Top management support has been cru-

cial throughout the pilot project and imple-

mentation process, Clark observed. “Th e pi-

lot was a way to take a look for a good fi t for

the way we operate our fl eet. Th e data was

quite compelling, and with that, manage-

ment bought into the program.”

Clark plans additional fl eet sustainabili-

ty eff orts. Later this summer, he will imple-

ment an online vehicle pool system. Using

the soft ware tool Car Manager, Water-

One employees will reserve vehicles when

needed “with the confi dence a vehicle will

be there,” said Clark. He anticipates reduc-

ing capital expenses by one half over the

next two years by eliminating underuti-

lized vehicles.

Green Practices are SOP for Flagger Force

Flagger Force employees are most visi-

bly seen among the yellow/orange caution-

vested workers “fl agging” roadway traffi c

through construction zones in several East

Coast states. Th e company provides tem-

BehaviorA quasi-municipal agency, WaterOne (www.waterone.

org) provides water to a population of 400,000, serving residential and commercial customers throughout Johnson County, Kan. With 375 employees, the utility’s service area covers more than 270 square miles. Sustainability is one of WaterOne’s seven strategic corporate pillars.

Fleet statistics:● 100 medium-/heavy-duty vehicles.● 100 light-duty vehicles, primarily pickups and SUVs.● 100 off-road equipment units. ● Fleet function: water utility infrastructure operation and maintenance; meter reading/monitoring, customer interface.● Replacement cycle: 100,00 miles.● Average annual vehicle mileage: less than 10,000.

ABOUT WATERONE

Technology to Impact

Stacy Clark, a 13-year fl eet veteran, oversees a 300-unit fl eet for the water utility, WaterOne in Johnson County, Kan.


porary traffi c control and work zone safe-

ty services, as well as traffi c-related train-

ing and certifi cation programs.

Th e company’s 350-vehicle fl eet carries

employees and equipment to job sites and

provides work crew protection. Th e fl eet in-

cludes heavy-duty pickups and large SUVs,

stake-bed trucks, and truck-mounted at-

tenuators (large vehicles specially equipped

to protect work crews in high-speed traf-

fi c locations).

Rather than implementing a specialized

green fl eet program, Flagger Force “strives

to incorporate green business practices di-

rectly into our standard operating proce-

dures,” according to Terri Reed, the compa-

ny’s Harrisburg, Pa., branch manager.

Eco-driving best practices are presented

during each all-company safety meeting.

“We believe eco-driving gives us an

advantage over competitors, both in cost

savings by increasing our fuel effi ciency

and reducing the wear and tear on our

vehicles,” said Mike Doner, Flagger Force

vice president.

“Our drivers are monitored on several

levels using GPS Insight to ensure best driv-

ing practices during every trip in our vehi-

cles. We track idling time, speed alerts, fuel

effi ciency, and vehicle maintenance,

all of which contribute to ‘eco-driv-

ing,’ ” Reed said.

Alerts are sent via the GPS In-

sight Tracking Solution any time a

truck idles for more than an hour,

Reed said. “We then evaluate the

reason for the idling and the work

zone situation, and if needed, coach the

employee responsible on proper practic-

es to minimize or eliminate idle time on

the job site.”

With safety a corporate standard, Reed

noted, vehicle speeding is a particular con-

cern. “We monitor speeding alerts careful-

ly to maximize safety and minimize envi-

ronmental impact.”

Vehicle mpg is also tracked closely to pin-

point ineffi cient driving patterns and

habits, and also “as an additional sign

that vehicle maintenance may be re-

quired,” said Reed. Company vehicles

receive oil changes and other mainte-

nance checks every 5,000 miles.

When a driving incident alert is

received, “we bring that employee

in for specifi c coaching about best driving

practices,” Reed said.

Th e GPS Insight web-based program of-

fers an easily confi gured customizable dash-

board with a host of reports and alerts to fi t

individual fl eet needs.

To infl uence driver behaviors, “the best

tool for us is constant monitoring by our

GPS Insight program,” Doner said.

“Knowing that the technology is auto-

matically tracking their driving habits has

been a very eff ective tool for keeping our

drivers in line with our policies. We train

our drivers in the classroom on best prac-

tices while on the road, but having the tech-

nology in the vehicle is almost like having

a supervisor overseeing them behind the

wheel at all times,” he continued.

Ultimately, said Doner, the GPS Insight

program “protects our employees by ensur-

ing they are safer drivers, and it protects the

earth by reducing the environmental im-

pact of our fl eet.”

DRIVER BEHAVIOR


AF0311audi.indd 1 2/18/11 8:47:58 AM

Founded in 2002 and headquartered in Middletown, Penn., Flagger Force (www.fl aggerforce.com) also operates in

Maryland, Delaware, New Jersey, and Virginia. The compa-ny’s 750-member workforce includes a fully staffed dispatch offi ce and 400 front-line employees — trained and certifi ed fl aggers and training instructors.

Fleet statistics:● 350 vehicles, including Ford Rangers and F-150s, GMC Sierras, Chevrolet Colorados and Suburbans, stake-body trucks, and truck-mounted attenuators. ● Fleet function: transport fl aggers and work zone safety equipment to and from job sites and provide high-speed roadway protection for work crews.● Replacement cycle: At fi ve years, units are considered for replacement based on maintenance needs, cost, and condition/mileage.

Before selecting and implementing a telematics tool to promote eco-driving, Stacy Clark, fl eet and building services manager for WaterOne, advises fl eet

managers to determine their organization’s commitment to sustainability. “Once committed, test/validate tools to ensure an ROI is present within your fl eet and to include the dynamics and variables your customers present prior to making a signifi cant investment,” he said.

Mike Doner, Flagger Force vice president, suggests fl eet managers implement an eco-driving program incrementally “to ensure its effectiveness, providing drivers a clear explanation of what is expected of them when behind the wheel of a company vehi-cle and how their actions contribute to the safety and environmental impact of the en-tire company.”

“We also recommend that companies make eco-driving less of a trend and more an inherent part of their company practices. In our case, it’s good for our employees, and it’s good for our bottom line too,” Doner added.

ABOUT FLAGGER FORCE

WHAT THE FLEET MANAGERS RECOMMEND

The 350-vehicle Flagger Force Fleet transports employees and equip-ment to job sites and provides work crew protection.

Up to 30 percent of a vehicle’s fuel effi ciency is impacted by

driver behavior.

Source: EPA

Every gallon of gasoline burned creates 19.5 lbs. of CO2; every gal-lon of diesel fuel burned creates

22.1 lbs. of CO2.

Source: EPA

c

DONER


Contact [email protected] for more information.

*EPA estimates 42mpg hwy/ 30mpg city for the 2011 Audi A3 TDI clean diesel with automatic transmission, and 25mpg hwy/ 17mpg city for the 2011 Audi Q7 TDI clean diesel with automatic transmission. Your mileage will vary. **CO2 emissions claim based on comparison to gasoline engine. “Audi,” “Q7,” “A3,” “Truth in Engineering,” the Audi Singleframe grille design, and the four rings and Audi emblems are registered trademarks of AUDI AG. “TDI” is a registered trademark of Volkswagen AG. ©2011 Audi of America, Inc.

The Audi Q7 TDI®The Audi A3 TDI®

As you well know, the decisions you make say everything about you and your company. Take Audi

TDI clean diesel, for example. It says a lot of things (all positive, of course). Like how smart you

are. Just look at the astonishing fuel-efficiency numbers for both the A3 TDI (42 mpg hwy) and

Q7 TDI (25 mpg hwy)*. Not to mention the uncompromising power and torque both possess.

And of course, maybe most important, it says how progressively minded you are. Both the A3 TDI

and Q7 TDI deliver 20% fewer emissions than gasoline engines.** So as far as decisions go, this

will make quite a statement. audiusa.com/tdi

AF0311audi.indd 1 2/18/11 8:47:58 AMGRN0711ecodriving.indd 9GRN0711ecodriving.indd 9 6/15/11 1:54:53 PM6/15/11 1:54:53 PM


Three fl eet industry professionals share best practices and offer advice on how to avoid mistakes in developing and implementing green fl eet initiatives.

Implementing a green fl eet initiative is

no easy feat. According to three indus-

try professionals, a successful plan to reduce

fuel consumption and carbon emissions —

with a respectable return on investment

(ROI) — requires a long-term vision, in-

cremental change, top management sup-

port, openness to all options, and fl exibili-

ty to manage challenges.

Get Buy-In & CommunicateTop management backing is critical to

developing and executing a fuel-effi cient

and eco-responsible fl eet.

“In most cases, this is a top-to-bottom

eff ort with some specifi c goals and tar-

gets,” said Phil Schreiber, North America

fl eet manager for Otis Elevator Company.

“A culture must be developed to view and

recognize the benefi ts of implementing a

green fl eet. Th e benefi ts must be tangible,

not only feel-good benefi ts.”

Donna Bibbo, manager of fl eet and trav-

el for Princeton, N.J.-based Novo Nordisk

Inc., echoed the need for executive buy-in

and support. She added another essential

component in green fl eet planning — keep-

ing the message alive.

“Communication, communication,

communication,” Bibbo said. “You need to

keep this [issue] in the minds of the driv-

ers constantly. Th ey slip back into old hab-

its really easily.”

Jason Mathers, project manager for the

Environment Defense Fund (EDF) Cor-

porate Partnership program, recommend-

ed coordinating with other internal corpo-

rate groups.

“It’s important the procurement and en-

vironmental strategy teams align,” Mathers

explained. In initial EDF green fl eet eff orts,

these two teams commonly met for the fi rst

time “when they were sitting down with

us,” he recalled.

As companies create more detailed en-

vironmental goals, those internal connec-

tions are made. “Th is is a problem mostly

for companies just starting to create an en-

vironmental strategy that goes beyond com-

pliance,” Mathers noted.

Anticipate ObstaclesEven carefully developed plans can encoun-

ter obstacles when implemented, Bibbo not-

ed. “Understand the challenges and be ready

to either address them or accept that they will

impede your progress,” she suggested.

Driver resistance has been a signifi cant

obstacle for Novo Nordisk’s green fl eet ini-

tiative. Seeking to accommodate work/life

balance issues, the company vehicle selector

off ers large SUV/minivan choices, although

at a higher personal use charge. “Th ey say

that they want to do the right thing, but they

just can’t resist that larger SUV if it’s off ered,”

Bibbo said. Th e higher personal use fee ini-

tially reduced driver selections of more gas-

guzzling models, “but now, they just accept

it as a way of life and pay the diff erence, so

I need to come up with some new deter-

rents,” Bibbo said.

Increased mileage reporting during times

of higher fuel prices also hinders her green

fl eet eff orts. “When the price of fuel goes up,

so does the number of [reported] miles driv-

en in the company car since the company

is paying for the gas,” Bibbo said.

Environmental Protection Agency (EPA)

and manufacturer vehicle effi ciency num-

bers present a challenge to selecting the

most fuel-effi cient model in each class. Of-

ten these fi gures do not match company

drivers’ real-world fuel effi ciency and are

“in fact, highly overstated for some vehi-

cles,” Bibbo found.

Schreiber lamented the time lag between

OEM technology introductions and their

market availability. Additionally, he noted,

ROI on some alternative-fuel conversions

is very slow.

How to Build aSuccessful Green FleetBy Cindy Brauer

To build a successful green fl eet, fl eet managers should:

● Get buy-in from all management and staff levels and communicate information frequently.

● Anticipate obstacles, including driver resistance.

● Incorporate best practices, such as sustainable changes and creating long-term and objective goals.

AT A GLANCE

PHO

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GRN0711mistakes.indd 10GRN0711mistakes.indd 10 6/15/11 12:56:48 PM6/15/11 12:56:48 PM


Other challenges he’s found include green-

fl eet inhibiting government rules and reg-

ulations, and inadequate or nonexistent al-

ternative-energy infrastructure.

Incorporate Best PracticesExamine every available green fl eet

option “to see if it can be adapted to your

situation,” Schreiber recommended. De-

termine any action’s costs/benefi ts and im-

plement changes slowly and incremental-

ly. “Th is is not a race; it is a journey,” he

said. “Th ere is never a fi nal target.”

Bibbo agreed to taking things slow.

Sweeping change to a total hybrid fl eet

is most likely not sustainable. However,

she pointed out, “changing from six- to

four-cylinder engines or downsizing from

a Ford Taurus to a Fusion might be [sus-

tainable] and will provide excellent and

reportable results.”

Multinational companies should resist

the temptation to create a single glob-

al CO2-reduction plan, Bibbo advised.

“Each country has a diff erent reference

point, diff erent challenges, and diff er-

ent vehicles available, so one goal won’t

be attainable for all if the goal is too

stringent or too low or too lenient.” In

Novo Nordisk’s global green initiative,

individual countries operating fl eets

set CO2 reduction goals and report on

them, Bibbo said.

Avoid setting reduction goals in ab-

solute numbers (e.g., reduce CO2 emis-

sions by a million metric tons), Bibbo

also recommended. “If you are a grow-

ing company, this could impede your

growth,” she said. “My fl eet grew by ap-

proximately 465 vehicles in late 2010/

early 2011 due to a hiring expansion. If I

had an absolute reduction goal, I would

not be able to meet it. However, since my

goal is based on average fuel economy

and average emissions per vehicle, I still

can meet my target.”

Th e best green fl eet initiative goals

are long-term and objective goals, such

as fuel consumption or greenhouse gas

(GHG) emissions reductions, Mathers

said. “Companies run the risk of limit-

ing their ultimate progress and cost-ef-

fectiveness by creating goals that rely on

a specifi c technology or strategy. For ex-

ample, fuel economy, alternative fuels, and

hybrids or electric vehicles (EVs) are all

ways to reduce emissions. However, com-

panies that focus only on one [strategy]

can be missing other ‘low-hanging’ fruit

opportunities,” he noted.

Mathers also recommended calling on

additional resources in creating and exe-

cuting green initiatives. “Staying on top of

fuel and emissions-reduction best prac-

tices is a lot of work. With all the other

time demands on fl eet managers, it’s dif-

fi cult to be an expert in this space too,” he

said. Fleet management companies and

other value-added suppliers off er “excel-

lent” advice and help for greening fl eets.

“Doing it all yourself might be appeal-

ing from a short-term cost perspective,”

Mathers said. “However, you could miss

signifi cant opportunities for improvement

that suppliers can identify.”

Donna Bibbo manages Novo Nordisk’s U.S. and Canada fl eet, numbering some 3,100 units,

primarily sales vehicles. The regular fl eet selec-tor, exclusively four-cylinder models, includes sedans, wagons, and mid-size SUVs.

The 21-year industry veteran implemented a U.S. green fl eet initiative in 2007 and its goals are now refl ected in the company’s new global green efforts. The U.S. fi ve-year goal targets a 0.5-1 mpg increase in av-erage vehicle fuel economy each year, producing a 5-percent an-nual decrease in average per-vehicle CO2 emissions.

To achieve these goals, Bibbo continuously re-evaluates the fl eet selector, provides eco-driving training and driver incentives for eco-smart driving or fuel-effi cient vehicle choices, and part-ners with suppliers. Specifi c actions developed for each strategy are updated over time, Bibbo explained.

Phil Schreiber has built an incrementally deployed green ini-tiative based on corporate greenhouse gas (GHG) emissions-re-duction targets.

Based in the Otis Elevator Service Center in Bloomfi eld, Conn., Schreiber, a 24-year industry veteran, manages a 3,500-vehicle fl eet of primarily vans and light-duty trucks, plus cars and cab chassis up to 26,000 lbs. GVW.

According to Schreiber, Otis green fl eet actions include: ● Vehicle rightsizing. Over the past three years about 50 percent of all Otis fl eet vehicle replacements have been reduced in size.

● Cargo/equipment evaluation. A fi eld su-pervisor team reviews equipment and supplies carried in vehicles. Loads have been lightened by as much as 200-300 lbs.● Speed restriction. When appropriate, speed governors are installed in vehicles.● Advanced engine technology. When jus-tifi ed by fuel savings, new engine and propul-sion systems, such as Ford’s Eco-Boost, are selected within the vehicle template.● Alternative fuels review. Use of propane, CNG, and other al-ternative-fuel is routinely considered when ROI on conversion costs justify the switch.

Jason Mathers leads Environmental Defense Fund (EDF) efforts in promoting greenhouse gas (GHG) management in corporate fl eets. A nation-al nonprofi t organization of 700,000 members, the EDF (www.edf.org) links science, econom-ics, and law to create solutions to critical envi-ronment problems.

Mathers works directly with some of the nation’s largest pas-senger vehicle, medium-duty, and long-haul fl eets, as well as fl eet management companies and fl eet trade associations. He has de-veloped industry resources, including a fl eet GHG calculator, a suite of training materials on fuel-smart driving behaviors, and a survey of environmental practices of leading fl eets.

ABOUT THESE FLEET PROFESSIONALS

BIBBO SCHREIBER

MATHERS

GRN0711mistakes.indd 11GRN0711mistakes.indd 11 6/15/11 12:56:48 PM6/15/11 12:56:48 PM


Offering lower per-gallon fuel costs and clear environmental benefi ts, alt-fuel fl eet units are the wave of the future. Using retrofi tting as a viable solution, fl eets don’t have to invest in new assets and can make the most of their existing fl eet units.

Investing in new fl eet units is a big bud-

get line item that can make fl eet manag-

ers — and those who approve their budgets

— cringe. So when it comes to investing in

alt-fuel vehicles, it can be tough to make

the case for purchasing new units, partic-

ularly if the fl eet is already in good work-

ing order.

Th ankfully, there’s a middle ground: ret-

rofi tting. Retrofi tting a unit’s powertrain to

accommodate alternative fuel allows fl eet

managers to take existing units from tra-

ditional gas guzzlers to alt-fuel effi cien-

cy. But is retrofi tting right for your fl eet?

Knowing the options available, and the

pros and cons of making the switch, can

help fl eet managers invest wisely as they

work toward greener futures.

Choose Your FuelTh e fi rst choice in a fl eet manager’s path

toward a retrofi tted alternative-fuel fl eet is

choosing which alt fuel to use. Common

choices include plug-in hybrids, propane,

and compressed natural gas (CNG).

Ultimately, the choice depends on a few

key considerations:

● Access to alt fuels.

● Infrastructure required to support

an alternative-fuel vehicle.

● Costs associated with retrofi tting,

then fueling the unit.

While propane and CNG will require

access to sites that carry those fuels, plug-

in hybrids off er a more turnkey solution.

Of course, choosing the most appropriate

fuel source ultimately depends on the type

of vehicle and what it’s used for.

“ALTe’s plug-in hybrids can be recharged

with something as basic as a normal 110

[volt] outlet, and the engines only require

normal unleaded gasoline. In addition, the

packaging of our lithium-ion battery packs

is such that there is not a reduction in car-

go carrying capacity for any of the pickups

or vans that we retrofi t,” said Dennis Bara-

RetrofittingRetrofitting Your Way to an Alt-Fuel Vehicle

By Shelley Mika

Retrofi tting offers fl eets several benefi ts, including:

● Lower greenhouse gas emissions.

● Reduced operating costs.

● Extended vehicle and equipment life.

● Reduced spending for new vehicles and equipment.

AT A GLANCE

Retrofi tting a unit’s powertrain to accommodate alternative fuel allows fl eet managers to take existing units from traditional gas guzzlers to alt-fuel effi ciency and extend vehicle life.

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nik, vice president, marketing and

sales, ALTe Powertrain Technolo-

gies. “We believe that the plug-in

electric series hybrid powertrain

retrofit offered by ALTe Powertrain

Technologies provides the fastest

financial payback compared with

any of these options.”

Weighing Costs Against Benefi ts

Like any major change in a fl eet, ret-

rofi tting poses both advantages and dis-

advantages.

One clear benefi t of retrofi tting for alt

fuel is the signifi cant reduction in green-

house gas emissions. In addition to the pos-

itive environmental benefi ts, turning to alt

fuel also makes headway on the country’s

dependence on foreign oil.

Specifi cally for a fl eet, alternative fu-

els can improve the bottom line by reduc-

ing operating costs based on a total cost of

ownership (TCO) analysis. For instance, a

vehicle with a pristine exterior that might

typically be replaced due to high mileage

and a worn-out powertrain could have a

second chance — and perform more effi -

ciently in its second lifecycle.

“For many fl eet units, a decision to re-

place that particular vehicle refl ects

the high mileage and wear and tear

that has been placed on that pow-

ertrain while the rest of the vehicle

may be in relatively good shape,”

Baranik said. “A retrofi t option can

extend the life of that vehicle while

providing a brand-new powertrain

with a competitive warranty while signif-

icantly increasing fuel effi ciency.”

While the benefits are clear, there

may be some instances where a retrofit

isn’t the right fit. For instance, vehicles

that require heavy off-road capabilities

or units in poor overall condition might

not be prime candidates.

And, of course, there are infrastruc-

ture considerations as well. Where will

units fill up? How far is the nearest sta-

tion that offers alt fuel? How many are

in your area, or along key fleet routes?

Would your company have to invest in

on-site fueling? The answers to these

questions can help fleet managers get

closer to the true costs of running an

alt-fuel fleet.

The Deciding FactorAs fleet managers compare an alternative-

fuel retrofit to purchasing a new vehicle

or extending the life of that particular

unit, TCO will be the key consideration

on which a decision hinges. At the same

time, a company should also consider its

“green” image and sustainability efforts,

as well as any government mandates

that must be followed (particularly for

government fleets).

“At a minimum, every fleet manag-

er should at least be considering an al-

ternative-fuel retrofit in their ongoing

analysis. It only makes sense that a full-

size pickup/van that has 200-percent

better fuel efficiency while maintain-

ing extended range capability should

be a viable option,” Baranik said. “At

the end of the day, if your TCO analy-

sis supports an alternative-fuel retro-

fit option, then go for it!”

While more and more alt-fuel vehi-

cles appear on the market, retrofitting

is also gaining popularity. “Nearly all of

the largest delivery fleets as well as the

leading utility companies have been very

progressive in determining how alterna-

tive-fuel retrofits can fit into their operat-

ing models,” Baranik said. “ALTe believes

that retrofit volumes for fleets will reach

the tens of thousands of units annually

within the next couple of years.”


ALTe’s plug-in hybrids can be recharged with a standard 110v outlet and the engines can run on regular unleaded gasoline. In addition, the com-pany said there is no reduction in cargo carrying capacity for any of the retrofi tted pickups or vans.

BARANIK


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As the seventh largest private fl eet in the U.S., operating ap-proximately 22,000 vehicles, Frito-Lay is incorporating medium-duty electric box trucks into its operations.

The “Promise of PepsiCo” is the sus-

tainability vision and strategy used

by PepsiCo and Frito-Lay. One of the strat-

egy’s key planks is fl eet operations and the

goal to reduce greenhouse gas (GHG) im-

pact and fossil fuel usage.

“We’ve set some aggressive internal goals

of a 50-percent reduction by 2020, so we

study the people, processes, and technology

in the industry to optimize and reach those

goals,” said Mike O’Connell, senior director

of fl eet for Frito-Lay. “We studied the tech-

nology arena, and electric vehicles or alter-

native fuel is something we looked at.”

Frito-Lay operates the seventh larg-

est private fl eet in the U.S., consisting of

approximately 17,000 delivery vehicles.

Around 1,000 tractor-trailers are used over

the road. Th e total truck count for trailers

and trucks is approximately 22,000 vehi-

cles. Th e fl eet runs mostly on diesel, and

on the electric side will operate 176 me-

dium-duty electric box trucks purchased

from Smith Electric Vehicles by mid-year.

Working with Smith ElectricAll of Frito-Lay’s medium-duty elec-

tric box trucks are Smith Electric Vehicles

(SEV), built on the same chassis. Accord-

ing to O’Connell, a few diff erent vehicle

designs are used in New York and other

locations, but the changes are mainly on

the box of the truck, while the chassis re-

mains the same.

Frito-Lay has been working with SEV for

a few years, starting from vehicle inception.

“When Brian Hansel and the team at Smith

decided to come to the U.S. and bring the

product here, we were fi rst in line to meet

with them and we partnered with them,”

O’Connell said. “We looked at several dif-

ferent alternate solutions. We’re utilizing

natural gas for our tractors, aerodynamic

fairings, and a whole host of other projects

that help us improve fuel economy. Electric

vehicles just happen to be one of the bigger

initiatives we’re taking on.”

Understanding All-New Challenges

Incorporating the electric vehicle into

the Frito-Lay fl eet didn’t present too many

new challenges versus a typical new-vehicle

introduction; however, it had a few unique

diff erences.

“When we introduce a new vehicle into

our fl eet, there are usually many kinds of

challenges,” O’Connell explained. “Th ese

include driver and mechanic training, fuel-

ing, procedures and policies, etc. It’s diff erent

from the standpoint that it’s electric. When

you talk about fueling, you’re talking about

plugging in, not going to a pump.”

O’Connell noted that at fi rst, people be-

lieve an electric vehicle denotes a big dif-

ference.

“It defi nitely is, but it’s not a lot diff er-

ent from a normal procedure or policy we

would do for any new vehicle we introduce,”

he said. “We teach drivers how to plug it in

and what to watch out for.”

Frito-Lay also runs its drivers through

the control panel on the vehicle, ensuring

drivers know how to locate all gauges, light

switches, etc.

“We teach drivers the diff erences asso-

ciated with the cab of the vehicle, how to

drive it, and how to ensure they know how

to deal with all the circumstances. From

that aspect, it hasn’t been a lot diff erent than

introducing a new vehicle into the fl eet,”

O’Connell said.

Th e biggest specifi c challenge is setting

up the charging infrastructure.

“You don’t go to a fuel island or a gas

station down the road and fuel. You would

actually plug in at our distribution center,

which would be kind of like putting fuel at

the distribution center. Th at’s a little bit dif-

ferent for us. It is leading-edge technology,

so we’re learning a lot about that in part-

nership with Smith, but frankly it’s work-

ing extremely well and our drivers love it,”

he said.

Using the New Smith Electric Trucks

Th e Smith Electric vehicles have an 80

kilowatt pack, enabling travel up to 100

miles. Frito-Lay is currently targeting routes

in the 65-70 mile range.

Frito-Lay & Smith

Electrify Medium-Duty Trucks

By Lauren Fletcher

Benefi ts Frito-Lay is achieving through use of Smith Electric box trucks include:

● Reduced maintenance and repair expenses.

● Increased driver morale.

● Positive public interest.

AT A GLANCE

GRN0711fritolay.indd 16GRN0711fritolay.indd 16 6/15/11 12:57:26 PM6/15/11 12:57:26 PM


“We have a computer tool that routes our

vehicles, so we do the most effi cient route

fi rst. Th e truck will leave our distribution

center and go to fi ve or six stops. Th e sales-

person goes into the store and sells our prod-

ucts and merchandise, then comes back to

the depot and distribution center. It’s pretty

consistent,” O’Connell explained.

When the truck returns to the distribution

center, it gets plugged in and takes usually

between 6-8 hours to charge, depending on

how much energy was used that day.

“It works extremely well. Most of the

time, we’re plugging vehicles in during the

late aft ernoon when they return, and charge

throughout the evening hours using off -

peak energy, which is more effi cient,” said

O’Connell. “We’ve accomplished several

initiatives utilizing solar, wind pow-

er, and other alternatives. We asked

ourselves, ‘Where can we put these ve-

hicles where we actually charge them

off our solar fi elds or one of our other

initiatives from a green energy stand-

point associated with the plant and

facilities we’re working with?’ ”

Th e vehicle’s lifecycle is modeled against

the company’s current lifecycle. Th e snack

food distributor keeps its vehicles over a

10-14 year period.

“We expect to keep these vehicles in that

same time frame. Th e battery has a fi ve-, sev-

en-, or 10-year range, depending. We holis-

tically believe we’ll have a secondary life for

the used battery, and frankly, may want to

come back in fi ve years and change out the

battery because the cost will be cheaper, the

energy density will be higher, and it will be

a better solution,” said O’Connell.

Frito-Lay is currently working on a strat-

egy for recycling the used batteries, to take

and put them into some of its distribution

sites. Th ese are plant locations where the

company can store cleaned energy being

generated that can’t be used by the plant

in the batteries for use at night or other

times, for example during the day during

peak demand.

“We’re very excited about that plan. In

talking to the battery industry, there are

some solutions, especially the lithium-ion

technology. Frankly, I think there’s going

to be a great secondary market as electric

vehicles and hybrids continue to grow in

the automotive and fl eet industry. Th ere

will be a great secondary market for bat-

tery stores,” he said.

O’Connell believes there is go-

ing to be a tremendous secondary

market that will help off set the cost

of electric vehicles.

“Today, the motor of the electric

vehicle will last forever. In a traditional

combustion engine, when you get to

an older vehicle, you sometimes blow

the engine for various reasons. Th at will be

like these batteries. We may lose a few bat-

teries earlier than we expected, but we lose

engines today earlier than we expected and

we deal with that,” O’Connell said.

Realizing Benefi ts of Electric Trucks

In addition to the emissions reductions

and fuel savings, vehicle repair and main-

tenance are also signifi cantly reduced, ac-

cording to O’Connell.

“Th ere is a lot less fl uid, and these units

don’t have oil like an engine does where you

have to change the oil every fi ve or 10,000

miles,” O’Connell noted. “You eliminate

a waste drain. You eliminate the need for

the oil. Th ere are a few fl uids, but it doesn’t

have the same oil and coolant, etc., as a tra-

ditional combustion engine. We believe the

repair and maintenance will be dramatical-

ly reduced.”

Regenerative braking, which was part of

the solution for electric vehicles, also increas-

es brake life by four times compared with

traditional brakes, according to Frito-Lay,

again saving on maintenance expenses.

“On the soft side, we’re seeing increased

creature comfort. It’s a work environment,

right? Th e salesperson is either in the store

or in the truck. It’s quiet and it doesn’t vi-

brate. Th ey really enjoy the design and com-

fort of the vehicle and ride,” O’Connell com-

mented. “Medium-duty trucks are loud.

Th ey vibrate quite a bit when riding down

the road. Th e drivers comment all the time

on how much less fatigued they are, how

much more enjoyable it is driving down the

road in a quiet vehicle, etc. So that’s been a

very big upside for us as an organization.

Th e awareness of the vehicle to consum-

ers and our customers out there has been a

big win as well.”

Th e biggest challenge Frito-Lay has faced,

according to O’Connell, is the people sur-

rounding this initiative.

Drivers are asking “When am I getting my

truck?” or, “How do we get more of them?”

Th e salespeople who drive these vehicles get

approached by customers in the fi eld due

to the diff erent exterior design.

“Th ere is a Smith badge on the front,

and many consumers have never heard of

Smith,” O’Connell noted. “Th ey walk up and

ask, and our salespeople are very proud of

being able to share our company story be-

hind our sustainability strategy and then

more importantly, why they’re driving that

truck and making a diff erence.”

O’Connell noted a few sales personnel in

New York comment that they went home

and shared with their kids that they’re one

of the fi rst ever to drive the new Frito-Lay

electric vehicles. “Th is next generation

is very attune to all that. Th e schools and

teachings, they’re very proud of that work

and it’s been very neat to hear those sto-

ries. We hear more and more of them ev-

ery day,” he said.

O’CONNELL

Frito-Lay will be operating 176 medium-duty electric box trucks purchased from Smith Electric Vehicles by mid-year.

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Several high-profi le fl eets utilizing hybrid vehicles are speaking up about the results.

Pinching pennies is a point of profes-

sional pride in fl eet management, and

so a critical question about hybrid vehicles

is: How do they rate when it comes to real-

world operating expenses?

Now that some fl eets have two, three, or

more years’ experience with hybrid vehicles,

they are able to make some judgments.

EMD Millipore Sees Increased MPGs

“Th e capital costs [of hybrids] are more,

but you off set that with the fuel reduction,”

said Gary Polito, category sourcing manag-

er, travel and fl eet, for EMD Millipore, based

in Billerica, Mass. Polito was recognized this

year by the NAFA Fleet Management Asso-

ciation for reducing fuel consumption and

emissions through a combination of

“right-sizing” vehicles according to

job responsibilities and use of hybrid

vehicles. On an annual basis, those

eff orts reduced the volume of fuel

purchases by nearly 150,000 gallons

and prevented the emission of more

than 2.8 million lbs. of CO2, NAFA

said in honoring Polito.

Th e EMD Millipore fl eet of approximate-

ly 330 vehicles consists predominantly of

Toyota models, of which more than 100

(or nearly one third) are hybrids, includ-

ing Prius and Camry models. Th e fi rst hy-

brids were put into service in mid-2008 —

about three years ago. Polito said the hybrids

have been averaging 36 mpg, compared to

an average of 30 mpg for the fl eet’s conven-

tional vehicles.

An exacting maintenance program helps

further off set the higher initial outlay for hy-

brid vehicles, according to Polito. “We have

a rigorous maintenance schedule. We stay

on top of that through our leasing compa-

ny,” he said. About its leasing company, ARI,

he said, “Th ey’re very good at monitoring,”

providing informative reports on the

status of vehicles.

Th e hybrids, just as any other vehicle,

are evaluated constantly, according

to Polito, and at the same time he

is continuously on the lookout for

other options. As engine technology

improves on conventional gasoline-

powered vehicles, some are becoming

competitive with hybrids, he said.

He also addressed the “stigma” of going

from a conventional vehicle with a six-

cylinder engine to a hybrid with a four-

cylinder engine. In the same vein, some

fl eets might have been running vehicles with

a 3.5L, four-cylinder, gasoline-fueled engine

and switched to a hybrid with a smaller

four-cylinder engine, Polito hypothesized,

yet he said they can still come out ahead:

“Now that lower-end liter engine could

be just as powerful and more fuel effi cient

than a similar four-cylinder model [by]

another manufacturer. So we’re constantly

evaluating.”

By scrupulously following the mainte-

nance schedule, and monitoring the vehi-

cles, the fl eet is able to realize favorable resid-

ual values. It helps that the market for used

vehicles has come around, he said.

“We’ve had them now for three years,”

Polito said, “and the residual value has

turned out to be very high. It’s the quality

of the vehicle.” Th e hybrids are noteworthy

for “very low maintenance costs,” he not-

ed. Among doubters, the component that is

oft en singled out for skepticism is the bat-

tery, which is an expensive part. Polito not-

ed, “We haven’t had one maintenance issue

with a battery.”

Maintenance of the hybrids generally is

no diff erent than for conventional vehicles.

“Th ere really hasn’t been anything where

you could say, ‘Because this is a hybrid it’s

causing this problem and my maintenance

costs are increasing,’ ” he said. “Th ere hasn’t

been anything like that.”

State Farm Goes ‘Green’ Through Hybrid Use

State Farm has a fl eet of approximately

13,000 vehicles, of which 610 are hybrids.

Asked whether he noticed any diff erence

about the hybrids compared to convention-

al vehicles, Fleet Administrator Dick Mal-

com, said, “Nothing. It’s one of those things

where no news is good news.”

Driving a hybrid vehicle, Malcom re-

Real-World Hybrid Fleet Operating Expenses

By Stephen Bennett

Fleets have been researching hybrid fl eet vehicles for years, and a few are happily seeing results, including:

● Reduced CO2 emissions.

● Increased vehicle mpg.

● Reduced maintenance issues.

AT A GLANCE

POLITO

EMD Millipore evaluates its hybrid vehicles constantly. The vehicles are noteworthy for very low main-tenance costs, according to Gary Polito, category sourcing manager, travel & fl eet.

GRN0711hybrid.indd 20GRN0711hybrid.indd 20 6/15/11 12:58:26 PM6/15/11 12:58:26 PM


ported, one learns that they are not

much diff erent from a regular vehicle.

Th at said, Malcom pointed out the

best place for the hybrid vehicles to

be used is in metropolitan areas, be-

cause that’s where stop-and-go traf-

fi c is prevalent, which causes the ve-

hicle to operate on the battery power

that can provide fuel savings. However, hy-

brids in rural areas tend to consume about

the same amount of gasoline as convention-

al vehicles because they don’t have as much

opportunity to use battery power.

Most vehicles in the State Farm fl eet, wheth-

er hybrid or not, are used by claims people,

Malcom said. Th e company purchased its

fi rst hybrid, a Prius, in 2001 and its second

hybrid — another Prius — in 2004. It has

acquired the rest gradually since then. Th e

lineup of State Farm’s hybrid vehicles in-

cludes Toyota Camry (333); Toyota Prius

(138); Ford Fusion (123); Ford Escape (6);

and, in Canada, Honda Civic (10).

State Farm manages the vehicles itself,

monitoring usage and notifying employ-

ees when the vehicles are due for mainte-

nance. State Farm has arrangements with

maintenance and repair facilities where the

employees can take the vehicles.

Using hybrids “helps us become more

green — always a good thing,” Malcom

said. It also provides an opportunity for

more people to become familiar with hy-

brid vehicles and discover that driving them

is much the same as driving a conventional

vehicle, he said.

Hybrids do cost more, Malcom noted, but

when gasoline prices are high, as now, hybrids

are worth more, and the return on investment

is better. “And when gas is $4 a gallon it helps

the resale value,” he added.

Hybrid vehicle technology is get-

ting better all the time, according to

Malcom. His hope is that the price

of hybrid power systems will be-

come closer to that of regular com-

bustion engines. State Farm will like-

ly increase the number of hybrids in

its fl eet, slowly, he said.

“It is an education,” he said. “Th ere are

still a lot of people in the U.S. that haven’t

driven a hybrid — probably many of them,

still, that fear driving a hybrid. We in the

industry take [hybrids] for granted, but I

don’t think that’s the case across the coun-

try, with the general public.”

Malcom said some insurance companies

provide a discount for hybrids. “Th e fact of

the matter is, it’s more expensive to repair a

hybrid. So we don’t provide discounts, but

we don’t charge extra.”

Johnson Controls Greens its SUVs

Johnson Controls, based in Plymouth,

Mich., put approximately 10 Ford Escape

Hybrids into service in 2008, and now has

366 in fl eet, said Christy Coyte, corporate

global fl eet manager.

Johnson Controls’ fl eet consists of 7,000

vehicles, divided into various sub fl eets for

discrete business units. Th e hybrids are all

assigned to a sub fl eet of 1,100 vehi-

cles, to be converted entirely to hy-

brids or other alternative-fuel vehi-

cles, Coyte said, a process expected

to take another four years.

“Th e hybrid vehicle is projected

to have a 30-percent fuel and green-

house gas reduction per mile,” Coyte

said. “For Johnson Controls, that equates to

eliminating more than 1,000 metric tons of

CO2. Th at’s about an 8-percent footprint re-

duction for the business unit.”

Th e company modifi es the hybrids, taking

out the rear seats and putting in a fl oor.

“Th e technicians who drive them don’t

carry a lot of tools and equipment, and what

they do carry is lighter weight,” Coyte said,

“so they don’t need [a vehicle with] the car-

go and the payload capacity that our other

service mechanics do.”

Coyte said there have been no report-

ed problems with the hybrids and “drivers

are happy with them.” She did express one

reservation, but said it had more to do with

how the vehicles are assigned.

“I don’t think we’re quite getting the fuel

effi ciencies that we wanted,” she said, “but

that’s only because we aren’t excluding any

drivers from using them.” Translation: “If

they’re out on the highway more than in the

city we aren’t getting the fuel effi ciency that

we were hoping for.”

Since the fi rst hybrids were not put into

service until the end of 2008, and most

came in later, Coyte said, “We don’t have a

lot of good fuel data yet to establish a base-

line. We hope to get that as time goes on

and we put more hybrids into service.” Th e

company leases its vehicles for six years or

150,000 miles.

Johnson Controls also is in the pro-

cess of putting into service 20 electric

vehicles, the light-duty Ford Transit

Connect Electric, Coyte said. Azure

Dynamics, Oak Park, Mich., installs

its electric power drive on the vehicles,

which also feature a lithium-ion bat-

tery from Johnson Controls. COYTE

MALCOM

Johnson Controls is in the process of put-ting 20 light-duty, Ford Transit Connect elec-tric models into service. Azure Dynamics in-stalls its electric power drive on the vehicles, which also feature a lithium-ion battery from Johnson Controls.

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The maturation of alternative fuels has made it easier for transit agencies to implement programs than it was for early adopters in the 1990s. Still, there are many lessons to learn

from the early pioneers.

Transit agencies around the nation are

moving more toward alternative fu-

els as a way to be environmentally friend-

ly to the communities they serve, as well as

reap possible cost-saving benefi ts.

However, agencies gravitating toward alter-

native fuels are nothing new, with some fi nd-

ing themselves out in front on the so-called

“bleeding edge” of many of these fuels since

the early 1990s. Th ose early-adopting agen-

cies will say now, though, that alternative fu-

els have fi nally matured, making investment

in the technologies less challenging.

Various transit agencies currently using

alternative fuels in their bus fl eets — rang-

ing from natural gas to hydrogen to hybrids

— discuss their programs and experiences

when making the green-friendly leap away

from traditional diesel fuel.

LA Metro Greens Most of Fleet with CNG

Th e Los Angeles County Metropolitan

Transportation Authority (Metro), oper-

ates a fl eet of 2,228 buses that run on com-

pressed natural gas (CNG), electric, and

gasoline-electric. In January, Metro retired

the last of its diesel buses and became the

“fi rst major transit agency in the world to

operate only alternative clean-fueled bus-

es,” the majority of which are CNG, ac-

cording to the agency.

“Th e local community, environmen-

tal groups, and labor groups were all very

pleased with it. To me, it was pretty strange.

When I was a bus operator, we ran all die-

sels, so it’s kind of odd not to have any of

them now,” said Metro CEO Art Leahy.

“Using alternative fuels is good for the en-

vironment, but it also helps wean America

from dependence on foreign fuel.”

With smog in the Los Angeles basin a

huge issue and the agency growing more

aware of its obligation to not contribute

more air pollution in the areas it serves,

Metro began focusing on cleaning up its

bus fl eet in the 1980s. Th e agency began us-

ing methanol buses in the early ’90s, which

in the long run proved to be too corrosive

for bus engines. Aft er also experimenting

with ethanol and propane, Metro eventu-

ally decided to go with CNG.

“When we decided to move toward al-

ternative fuels, we were ahead of both the

EPA and CARB (California Air Resourc-

es Board). Diesel buses had cleaned up

signifi cantly, but the Board was willing

to stay on this path because they want-

ed to clean up the air,” Leahy said. “Hav-

ing made this conversion over the past 15

to 20 years, we have now reduced green-

house gas emissions by around 300,000

lbs. per day.”

Also, when getting rid of its diesels, Le-

ahy said Metro permanently disabled the

engines so nobody could buy the buses and

continue to use them to pollute the area.

Leahy, who credits the Federal Transit

with Alternative-Fuel Technology

By Alex Roman

Several transit agencies have moved to-ward alt-fuels, including:

● Los Angeles Metro phased out its last diesel buses in January.

● Fort Worth, Texas, fuels its buses with local natural gas.

● Connecticut Transit’s fi ve fuel-cell buses emit only water vapor.

● Santa Monica, Calif.’s natural gas fueling infrastructure allows for revenue generation.

● Southern Nevada’s alt-fuel buses of various types have not encountered major glitches.

AT A GLANCE

Transit Fleets Come Clean

Fort Worth, Texas’ “The T” phased out its older buses with natural gas, retiring the last diesel bus in 2000.

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Administration (FTA) for making Metro’s

clean-air bus fl eet possible with CNG cred-

its and other support, added that the buses

have performed very well without any deg-

radation in performance compared to die-

sel buses. He also said that while the cost

for the buses is more expensive, Metro pays

less for fuel and is proud of its contribution

toward Los Angeles’ cleaner air.

Th e road to Metro’s success wasn’t easy,

however, since at the beginning of its pro-

gram, CNG use was in its early stages.

“I was chief operating offi cer at the time

we began using CNG, and we were real-

ly worried how on earth we were going to

fuel 2,000 buses and still make it on time for

rollout. Today, the worries have all become

moot,” Leahy said. “It’s important to know

this conversion occurred over a long peri-

od of time. Th e fi rst fi ve or six years were

the most diffi cult.”

Metro’s clean-air bus fl eet is just one aspect

of its green program, which also includes

widespread use of solar panels at bus main-

tenance facilities and other energy-saving

devices to cut energy costs; recycling; and

building and retrofi tting new transit facilities

with sustainable materials and practices.

Leahy advised any agency looking into

making the switch to alternative fuels, CNG

in particular, to reach out to an agency such

as Metro and pay a visit to learn from its

experiences.

“Learn from others,” he said. “You don’t

have to be on the bleeding edge because

we’ve done the work for you.”

Fort Worth Overcomes Learning Curve

Like Metro, Fort Worth Transportation

Authority’s (Th e T) move toward alterna-

tive fuels began in the ’80s, when the Texas

State Legislature and Department of Trans-

portation started encouraging local transit

systems to look at alternative fuels, includ-

ing natural gas.

“Th e T began looking into alternative

fuels with sort of an understanding that we

have a lot of natural gas here in Texas,” said

Th e T’s President/Executive Director Dick

Ruddell. “Eventually, we decided natural

gas would be the best move for us and or-

dered our fi rst CNG bus in 1991.”

Th e T’s move toward CNG took a natu-

ral progression, with the authority gradu-

ally replacing older buses reaching retire-

ment age. Th e whole process took most of

the ’90s, with the agency retiring its last die-

sel bus around 2000. Th e agency now oper-

ates 180 buses on CNG.

“[With] every purchase, it seemed the

technology just got better and better,” Rud-

dell said. “By the time we reached the 2000s,

the technology really came of age.”

Like Leahy, Ruddell explained that Th e

T’s learning curve in the beginning was

huge, since the range of CNG-powered

buses was very short at the time and there

were still issues with how to set up fueling

compressors.

“Th ose two issues probably are the reason

why a lot of systems back in the ’90s tried

natural gas, then gave up on it,” he said.

Now, aft er fi guring out the learning curve,

Th e T has an advanced and well-developed

compressor station with four compressors

operating at all times and an extra available

in case one is down for maintenance. With

the technology maturing, CNG buses have

a comparable range to their diesel predeces-

sors, Ruddell explained. He also added that

getting his maintenance staff up to speed

through training provides a knowledge-

able source that is always on hand should

issues arise.

Besides lowering its environmental foot-

print due to the lower emissions, Ruddell said

the Authority has experienced some addi-

tional benefi ts through the use of CNG.

“Th e maintenance department reports

that oil change and engine servicing inter-

vals have been extended by 80 percent. And,

when we do overhaul these engines, they

are cleaner inside than they would be if we

were still operating diesels because CNG is

a cleaner-burning fuel,” he said. “Th ings like

this are kind of internal and kind of in the

weeds out there, but they are certainly ad-

vantages to operating a CNG fl eet.”

While the authority is committed to CNG

down the road and has made infrastructure

investments such as the fueling stations, Rud-

dell said Th e T is not so committed that it

won’t look at other alternative fuels.

“I think other and better fuels will come

along, so we very much are interested in

new alternative fuels as they are developed

and tried,” he said.

For agencies interested in exploring al-

LA Metro began focusing on cleaning up its bus fl eet in the 1980s and now operates an entirely alternative-fuel fl eet.


ternative fuels such as CNG, Ruddell ad-

vised that they go out to visit authorities

such as Th e T so that they understand

how the fuels work, the benefi ts, and the

fi nancial investment it takes to build the

infrastructure to support usage. For those

looking into natural gas, he also encour-

aged joining the Transit Natural Gas Co-

alition, where those interested can learn

more from both users and suppliers.

Connecticut Transit Hydrogen Buses Become Community Stars

Connecticut Transit (CTTransit) in

Hartford fi rst started researching the use

of alternative fuels in the early 1990s as a

way to help promote good vehicle emis-

sions in the communities where the agen-

cy operates.

In 2001, CTTransit contracted with the

Connecticut Academy of Science and En-

gineering to do an analysis of diff erent bus

technologies to discover what would work

best for its applications. Th is led to the use

of several diff erent alternatives, including

biodiesel — the agency currently uses a

5-percent mix — ultra low sulfur diesel,

and diesel particulate fi lters (DPF).

“We were also one of the fi rst in the

country to get hybrid buses in 2003 as

part of what was called the ‘Allison Pre-

view Program,’ ” explained Stephen War-

ren, assistant GM, maintenance services,

at CTTransit. “We are now expanding our

hybrid program by placing 14 New Flyer

Excelsior 40-foot hybrids into service and

taking delivery of 10 new Nova Artic 60-

foot hybrids this summer.”

Perhaps CTTransit’s biggest alternative-

fuel initiative, though, began in 2007, with

the operation a 40-foot Van Hool equipped

with a UTC Power hydrogen fuel cell. Since

then, the agency has added four more hy-

drogen buses and plans to add a sixth in the

next year or so. It currently operates 408

buses running on B-5 biodiesel, hydrogen,

and diesel-electric hybrid engines.

Fuel-cell buses run on hydrogen and

produce no harmful tailpipe emissions,

emitting only water vapor. Th e new bus-

es, part of the FTA’s national Fuel Cell Bus

Program, establish Hartford as a leader

in adopting fuel-cell technology to power

transit buses. Only Greater Oakland/San

Francisco has a larger fuel-cell bus fl eet in

the U.S., according to the agency.

“Because of the federal grants, none

of these last four buses cost us anything,”

Warren said. “Our contribution has been

the labor that we put into them and the

modifi cations that we’ve had to make to

our infrastructure.”

Key changes to the newer hydrogen-

powered buses include a more advanced

lithium-ion battery system and a more du-

rable fuel-cell power plant. Th e new mod-

el 40-foot Van Hool transit buses are also

lighter than the earlier generation fuel-cell

bus, which continues to operate on vari-

ous routes in Greater Hartford. Newer lith-

ium-ion batteries have improved bus reli-

ability, Warren said.

CTTransit had to make several modi-

fi cations to its existing garage to store the

hydrogen vehicles, such as moving duct

work so a small amount of air was always

blowing on the buses and installing hy-

drogen detectors. Th e hydrogen fuel-cell

buses are switched to an all-electric mode

when inside the garage, signifi cantly low-

ering the possibility of hydrogen leaks. Th e

agency is currently building a new garage

to store its fuel-cell buses. It also plans to

install a hydrogen fueling station on-site

that will use a green electrolyzing process,

with some of its buses continuing to refuel

at a hydrogen station at UTC Power’s head-

quarters in South Windsor, Conn.

Aft er surveying both its drivers and cus-

tomers, CTTransit found that drivers love

the acceleration of the bus and passengers

enjoyed the quiet, smooth, and vibration-

free ride. Both, however, rated the buses’

lack of emissions and environmental im-

pact or, lack thereof, as the aspects they

liked best. Th e buses have also become

stars in the community.

“Th e buses are unbelievably popular

and must have been on TV a couple hun-

dred times at this point,” Warren said.

“Also, whenever there’s a major event, the

organizers want a hydrogen fuel-cell bus

to be there.”

Since most of the alternative fuels on the

market have been well tested, Warren add-

ed that having a dedicated project manag-

er who understands there will be ups and

downs is very important when instituting

a program at an agency.

Santa Monica Adopts Natural Gas as Part of City Sustainability Initiative

Th e City of Santa Monica (Calif.) Big

Blue Bus’ move toward alternative fuels

came as part of the City Council’s adoption

of a sustainable cities program that identi-

fi ed 10 diff erent areas of focus, including

public transportation. Th e program was so

ahead of its time that the United Nations

is now using it as a model for other cities

around the world.

“Really, the City’s direction to move to-

ward alternative fuels actually drove our

decision even before the State mandated

that we choose either clean diesel or an

alternative -fuel path,” explained Steph-

anie Negriff , Big Blue’s director of tran-

sit services.

In 2002, Big Blue started its alternative-

fuel program with liquefi ed natural gas

(LNG) buses from North American Bus

Industries (NABI). Before that, though,

the agency had to install a fueling station

on-site, which it started work on the pre-

vious year.

“We had to build the entire infrastruc-

ture for natural gas, so that was about a

$15 million investment,” Negriff explained.

“Now, we have a state-of-the-art fueling sta-

TRANSIT FLEETS


Connecticut Transit (CTTransit) acquired four of fi ve hydrogen buses with federal grants.

Big Blue Bus’ switch to alternative fuels be-gan with Santa Monica’s sustainable cities program.



tion, which also allows us the opportuni-

ty to generate additional revenue by fuel-

ing other public fl eets, and we’re actually

working on an upgrade that would allow

us to fuel natural gas automobiles.”

Ralph Merced, Big Blue’s maintenance

manager, added that the fueling station was

also constructed in a manner that it could

dispense both LNG and CNG.

Th e agency is currently phasing out its

diesel vehicles and replacing them with

alternative-fuel vehicles, expected to be

about 75 percent complete by the end of

this calendar year.

To help Big Blue reach the 75-percent

goal, it awarded a multi-year contract to

NABI and issued a Notice to Proceed (NTP)

for the purchase of nine 40-foot low-fl oor

CNG buses, with options to purchase an ad-

ditional 58 buses over a fi ve-year contract

period, in July 2010. In September 2010,

it exercised an option and issued an NTP

with NABI for fi ve 60-BRT CNG articulat-

ed vehicles in addition to the 11 previously

on order. All 16 BRT vehicles were sched-

uled to be delivered by mid-2011.

“If we exercise all the options we have with

NABI, we should be running an all- alternative-

fuel fl eet by 2014,” Negriff said.

Negriff added that the City’s move to-

ward alternative fuels sends a strong mes-

sage to the community that it values sus-

tainability.

“We have a lot of loyal transit users, but

to really advance use of public transporta-

tion and attract and gain new riders, iden-

tifying ourselves as a transit system that is

out in front in the areas of clean air and en-

vironmental policy really helps show that

we are walking the walk,” Negriff said.

Aside from cleaner emissions, Big Blue

Bus is spending signifi cantly less on fuel in

part thanks to a 50-cent-per-gallon federal

fuel tax credit, which results in an approx-

imate $1.5 million annual savings.

“Keep in mind that is with about 65 per-

cent of our fuel being natural gas. As we

convert to 100-percent natural gas, that

credit will go up,” Negriff said. “However,

the fuel tax credit is something that is only

extended through the end of this year, so

we’re working to ensure that it remains a

part of any future transportation authori-

zation bill that may occur.”

Th e Big Blue Bus’ transit fl eet consists of

218 buses that operate on LNG, gas-elec-

tric hybrids, and biodiesel.

Southern Nevada Chooses Alt-Fuel Based on Operating Conditions

Th e Regional Transportation Commis-

sion of Southern Nevada (RTC), headquar-

tered in Las Vegas, operates 423 buses that

run on fuels including biodiesel, diesel-

electric hybrids, CNG, and fl ex-fuels. Be-

ginning in 2001, the RTC’s board began

focusing on sustainability and air quality

by concentrating on both alternative fuels

and fuel economy. Th e agency kicked off its

jump to alternative fuels in 2001 with the

purchase of seven CNG buses.

“Th ey performed better than expected,

so from there we added an additional 45

CNG vehicles to our fi xed-route fl eet,” said

Sandy Stanko, RTC’s director of transit ser-

vices, who added that the agency focuses

its purchasing decisions on determining

which type of vehicle best fi ts the operat-

ing conditions.

Th at focus led to the purchase of 130 dou-

ble-decker coaches running on B-5 biodie-

sel because it accommodated more passen-

gers, thus providing a savings in fuel costs.

Th e agency also chose to run hybrid diesel-

electric vehicles with both ISE Corp. and

Allison propulsion systems, including its

Wright Group Streetcar RTV vehicles, for

its BRT routes because the hybrid propul-

sion systems, with their regenerative brak-

ing, were ideal for the application.

Rudy Long, vehicle maintenance coordi-

nator at the RTC, said the use of all these dif-

ferent types of alternative propulsion systems

has gone off with only minor hitches.

“With our hybrid vehicle purchases, the

manufacturers came in and provided on-

site training, so if we had any obstacles our

technicians were able to take care of them,”

he said. “Even with the Wright buses be-

ing a whole new type of vehicle, we only

had a couple of small hurdles getting start-

ed, but they have really performed great.

We’ve also had minimal issues with our

CNG vehicles.”

Stanko added that another small chal-

lenge during any alternative-fuel rollout has

been keeping drivers up to speed through

driver training.

“We want make sure that we are all work-

ing together to achieve maximum fuel econ-

omy, so we focused on things such as idling,

braking, and making sure the drivers un-

derstood the diff erences between hybrid

and diesel vehicles,” Stanko said.

Stanko and Long reported that the RTC

is experiencing increased fuel mileage from

both its hybrid and CNG vehicles. Th e agen-

cy also plans on expanding its alternative-

fuel program by introducing New Flyer

gasoline-electric hybrids by the end of this

year, using ARRA funds; however, Stanko

added that which alternative fuel it plans on

using down the road is still unclear.

“We still have probably about 60 vehicles

scheduled to be replaced and will probably

continue to look at both hybrid and CNG

vehicles,” she said. “We just haven’t really

made up our minds at this point.”

Long said knowing what you’re trying

to achieve with the vehicle purchase is key,

stressing that agencies must fi rst deter-

mine for what type of application the ve-

hicles will be used.

“Is the bus you are using going to be for

residential or highway use?” he asked. “If it

is highway, you may see more benefi ts with

CNG, but residential areas would benefi t

from hybrids because of the regenerative

braking, based on our experience.”

About the AuthorAlex Roman is manag-ing editor of Metro Mag-azine, serving the bus and rail transit and motorcoach operations industry. He can be reached at [email protected].

RTC of Southern Nevada uses several differ-ent alternative fuels, depending on the ser-vice the vehicle is used for.

Read an expanded version of this article online at

www.greenfl eetmagazine.com. ww


Greater Long Island Clean Cities Coordinator Rita Ebert is supporting fl eet efforts to leave petroleum behind.

For hundreds of school buses, refuse

haulers, dump trucks, and other fl eet

vehicles in Long Island, N.Y., gasoline and

diesel are visible only through the rearview

mirror. With the help of Clean Cities Coor-

dinator Rita Ebert, public and private fl eets

throughout the region are transitioning to

run on compressed natural gas (CNG) and

other alternative fuels.

Ebert has led the work of the Greater

Long Island Clean Cities Coalition (GLIC-

CC) since 2007. GLICCC counts more than

400 stakeholders in its membership, mak-

ing it one of the largest Clean Cities coali-

tions in the nation. Under Ebert’s leader-

ship, GLICCC projects saved 11 million

gallons of petroleum in 2010 alone.

“Moving the transportation sec-

tor away from gasoline and diesel

fuel is obviously an enormous un-

dertaking,” Ebert said. “But when

you consider all the public health

benefi ts and the economic payoff s,

it’s well worth our eff ort.”

Th e Middle Country School Dis-

trict in Selden, Long Island, is just one of the

organizations benefi ting from Ebert’s dedi-

cation to alternative fuels. She helped secure

more than $2 million in state and federal

funding so the district could build a

CNG fueling station and convert its

fl eet of more than 70 diesel buses to

run on natural gas. Th e project is on

pace to be completed by 2014, elim-

inating the need for 165,000 gallons

of diesel per year.

“We just had the fueling station’s

grand opening, and the district is very hap-

py with the project. Th ey’re saving mon-

ey on fuel and reducing their students’ ex-

posure to diesel exhaust. It’s a win-win,”

Ebert said.

Get Involved With Clean CitiesFor more information about GLICCC,

e-mail Ebert at [email protected].

Th rough the work of nearly 100 local co-

alitions, Clean Cities advances the nation’s

economic, environmental, and energy se-

curity by reducing petroleum use in trans-

portation. Clean Cities is an initiative of the

U.S. Department of Energy. Find out more

at www.cleancities.energy.gov.

About the AuthorJulie Sutor is a writer and editor for the National Renewable Energy Lab-oratory (NREL). She can be reached via e-mail at [email protected].

Helping Fleets Run Clean in

Long Island

“MOVING THE TRANSPORTATION SEC-TOR AWAY FROM GASOLINE AND DIE-

SEL FUEL IS OBVIOUSLY AN ENORMOUS UNDERTAKING.“But when you consider all the public health benefi ts and the economic payoffs,

it’s well worth our effort.”

– Rita Ebert, coordinator, Greater Long Island Clean Cities Coalition

By Julie Sutor

EBERT

SUTOR

Community leaders gather for the grand opening of a compressed natural gas fueling sta-tion at Middle Country School District in Long Island in May. (L-R) Scott Zepp, Greenfi eld Compression; Councilwoman Kathleen Walsh, Town of Brookhaven, N.Y.; Congressman Tim Bishop; Frank Morgigno and Pat McClave, Engineered Energy Solutions; and Herb Chessler, Middle Country School District.


GRN0711coordinator.indd 26GRN0711coordinator.indd 26 6/15/11 1:00:22 PM6/15/11 1:00:22 PM

Things that made 1986 great...

#USTOMIZED�&LEET�0ROGRAMS

s Accident Management

s Maintenance Management

s Rental Services

s Subrogation

s Safety Solutions

800.338.0619 www.fleetresponse.com

Academy Award for Best Picture: Platoon

Billboard’s Top Song: That’s What Friends are For

Top Television Show: The Cosby Show

Ford introduces the Taurus

average price of a new car

$9,255.00

average gas mileage 26 mpg

Fleet Response founded in

Cleveland, OH

The first Jeep Wrangler

introduced

Price of a gallon of gas 89¢

Best Selling carChevrolet Celebrity Super Bowl XX Winner:

Chicago Bears

World Series Winner: New York Mets

NBA Championship Winner: Boston Celtics

GRN0711coordinator.indd 27GRN0711coordinator.indd 27 6/15/11 1:00:25 PM6/15/11 1:00:25 PM

VEHICLE SHOWCASE GREEN

H

HINO COE HYBRIDThe all-new Hino COE models were

designed specifi cally for the North American market. Available with diesel or diesel-electric hybrid powertrains, the 14,500-lb. GVW Class 4 and 19,500-lb. GVW Class 5 COE trucks both feature 210 hp and 440 lb.-ft. of torque from Hino’s 5.0L J05E Series engine, utiliz-ing Aisin’s A465, 6-speed automatic transmission.

Both models also feature a 33-inch wide, 56,900 psi frame with a center-mounted rear fuel tank.

In addition to a diesel-electric hybrid option, both models meet or exceed EPA 2010 emissions regulations by utilizing an optimized SCR system. No credits required.

A Hino diesel or Hybrid COE can be upfi tted to fi t specifi c business needs,

D

MERCEDES-BENZ S350On the 75th anniversary of the introduc-

tion of the fi rst mass-produced, diesel passenger car, the 260D, the 2012 S350 4MATIC sedan combines the refi nement of the S-Class with the clean and quiet-running 3.0L V-6 turbocharged BlueTEC engine. The 2012 Mercedes-Benz S-Class offers an array of driver amenities and fuel-effi cient technologies. The new S350 introduces a 50-state clean diesel engine that provides torque and acceleration comparable to a V-8, with fuel economy that surpasses that of most V-6 engines, according to the manufacturer.

BlueTEC technology controls emissions by driving exhaust gases through fi lters to the catalytic converter, where they mix with a new water-based additive, AdBlue.


whether it’s for food & beverage distribu-tion, general freight, landscaping, con-struction, or utility. With an available crew cab option, the Hino COE makes sense for a wide range of applications. Local

Hino Truck dealers can right-size trucks to precisely fi t the needs of your company. The company’s goal is to “keep business in motion, and in your business, nothing is more important.”

The process converts nitrogen oxides into harmless nitrogen and water.

Standard features in the S350 include 4MATIC all-wheel-drive, COMAND with 40 GB hard drive, GPS navigation with voice control, Bluetooth interface, media interface, and SIRIUS Satellite Radio. Also standard are 16-way power heated and ac-tive ventilated front seats with pneumatic

lumbar support and memory, bi-xenon headlamps with LED daytime running lamps, Active Curve Illumination and Adaptive Highbeam Assist, and PRE-SAFE Predictive Occupant Protection system. Other Mercedes-Benz vehicles utilizing BlueTEC clean-diesel technology include the E350 Sedan and the ML350 4MATIC and GL350 4MATIC SUVs.

HYBRID

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.

H

DIESEL D

Available with diesel or diesel-electric hybrid powertrains, the Hino COE can be upfi tted to fi t specifi c business needs and features an available crew cab option.

The new Mercedes-Benz S350 introduces a 50-state clean diesel engine, and stan-dard features include 4MATIC all-wheel-drive and numerous safety features.

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VEHICLE SHOWCASENG

FREIGHTLINERFreightliner Trucks recently announced

the expansion of its proven alternative fuel offering by introducing natural gas technology into its new 114 Severe Duty (SD) set-back axle (SBA) truck. Freightliner already offers the industry’s only turn-key conventional chassis natural gas solution in its Business Class M2 112 product line. Production will begin on the natural gas 114SD SBA in December 2011.

Designed for vocational and munici-pal applications such as dump, sweeper and sewer vacs, the factory-built 114SD SBA natural gas truck will include the lightweight Cummins-Westport ISLG 8.9L, 320 hp natural gas engine, which is designed for enhanced fuel economy,

E

BUICK REGAL TURBOThe 2011 Buick Regal Turbo is the

fi rst direct-injected turbocharged production car capable of running on any blend of gasoline or E-85 ethanol, joining more than 5 million flex-fuel models General Motors has produced over the last 15 years.

The turbocharged Ecotec 2.0L inline four-cylinder engine powers the Regal. Compared to earlier versions of the 2.0L Ecotec turbo, GM powertrain engineers have signifi cantly upgraded the new engine to accommodate both E-85 and to incorporate refi nements. The engine produces 258 lb.-ft. of torque from 2,000-5,500 rpm.

Other changes to the turbo engine for 2011 go well beyond the addition of fl ex-fuel capability. The 2.0L Ecotec turbo has a new precision sand cast aluminum cylinder block that provides better durability while transmitting less


performance, and dependability with near-zero emissions. The truck will also be equipped with the Allison 3000RDS transmission, which includes patented

torque converter technology that results in improved startability at the launch of the vehicle, full-power shifts, and a bet-ter performing engine.

noise and vibration, according to the manufacturer.

The end result is a quieter and more refi ned power plant that helps the Regal

achieve best-in-class levels of noise, vi-bration, and harshness and the ability to operate on current and next-generation renewable biofuels.

NATURAL GAS NG

ETHANOL E

Designed for vocational applications, the factory-built 140SD SAB natural gas truck will include the Cummins-Westport ISLG 8.9L natural gas engine.

Capable of running on gasoline or E-85 ethanol, the 2011 Buick Regal Turbo fea-tures a 2.0L inline four-cylinder engine.


G

FORD F-150The most extensive powertrain overhaul

in the 62-year history of Ford F-Series highlights the 2011 Ford F-150. The engine lineup includes four new truck engines; a 3.7L V-6, 5.0L, 6.2L V-8, and a twin tur-bocharged 3.5L EcoBoost. Each engine is mated to a fuel-saving 6-speed automatic transmission. Ford is the fi rst and only au-tomaker to equip its entire full-size pickup lineup with fuel saving 6-speed automatic transmissions as standard equipment, ac-cording to the manufacturer.

The all-new powertrain lineup provides up to a 20-percent fuel economy benefi t versus the 2010-MY F-150 along with maintaining best-in-class towing and horsepower. In addition, two of the en-gines are E-85/FFV capable; the 3.7L base engine and 5.0L midrange engine. From a sustainability standpoint, the increased fuel economy also provides a signifi cant reduction in greenhouse gas (GHG)/CO2

emissions.

For example, the 3.7L base engine achieves an EPA-rated fuel economy of 17 mpg city/23 hwy, in comparison to the 2010-MY F-150 4.6L 2V engine rated at 14/19. This increase in fuel economy results in an EPA “tons of CO2” reduction of 1.8 tons (from 11.6 to 9.8); when E-85 is used, this improvement becomes even

great with a 4-ton reduction.Standard safety features include

AdvanceTrac with roll stability control, safety canopy side curtain air bags, dual-stage front seat-mounted side air bags, SecuriLock passive anti-theft system, SOS post-crash alert system, and four-wheel anti-lock brake system (ABS).

G

CHRYSLER 200The 2011 Chrysler 200 is a mid-size

sedan. For the 2011 model-year, the ve-hicle was updated with exterior and sheet metal upgrades, including front and rear fascias and fenders, grille featuring new Chrysler brand winged badge, new hood, LED positioning light pipe in front head-lamps, rear deck lid and exterior mirrors, new projector headlamps and fog lamps, new LED taillamps, and an LED center high-mounted stoplight.

The sedan is offered with a 2.4L World Gas Engine, which has been recalibrated and is now mated to a 6-speed trans-mission. The 2.4L I-4 engine produces 173 hp and 260 lb.-ft. of torque. The 2.4L World Gas Engine can also be mated to a 4-speed automatic transmission.

The 200 sedan’s standard safety fea-tures include: standard advanced multi-stage front passenger air bags, active

head restraints, electronic stability control (ESC), front seat side air bags, side curtain air bags, four-wheel anti-lock brakes (ABS), electronic traction control, Lower Anchors and Tethers for Children (LATCH)

child seat anchor system, and available Uconnect voice command.

Four different U.S. confi gurations are available: the Chrysler 200 LX, 200 Touring, 200 Limited, and 200 S.


GREEN VEHICLE SHOWCASE

GASOLINE G

Featuring four new truck engines, the 2011 Ford F-150 lineup provides up to a 20-percent fuel economy benefi t versus the 2010-MY model.

The 2011 Chrysler 200 is offered with a 2.4L World Gas Engine mated to a 6-speed transmission. Four different confi gurations are available in the U.S.


OCTOBER 3-4, 2011Gaylord Texan • Grapevine, TX

GFC06-11.11

GFC06-11.11

EVENT SPONSORS

Supporting Organization

EVENT SPONSORS

Designed by Fleet Buyers for Fleet Buyers

Look Inside for Ways to Green Your Fleet and Reduce Costs!

GRN0711gfc_brochure.indd 1 6/15/11 1:23:12 PMGRN_31-34.indd 31GRN_31-34.indd 31 6/15/11 1:35:39 PM6/15/11 1:35:39 PM

Register Now at www.GreenFleetConfere

or call (800) 576 - 87

Now atwww.GreenFleetConfferre

- 87

GOING GREENER! You will receive limited printed brochures and postcards in the mail prior to the show this year – Green Fleet Conference & Expo’s efforts to go greener! Instead, we’ll update you via email. Please be sure to visit our website at www.GreenFleetConference.com and sign up for email updates so you can stay on top of the latest conference news and important money-saving deadlines.

Green Fleet Conference & Expo is the nation’s largest, most sought-after gathering of fl eet professionals that focuses on building effi cient and cost-effective alternative fuel and environmentally sustainable fl eets.

Register Now at www.GreenFleetConference.com

LEARN: All areas of alternative fuels will be covered in our cutting-edge educational program led by public- and private-sector industry leaders. You’ll hear about the latest green initiatives being put into practice, directly from the experts. With separate tracks offering information for the private and public sectors, you’ll leave armed with the information you need to move your fl eet towards environmental sustainability. If it’s happening in the green arena today, you’ll hear about it in the Green Fleet Conference & Expo’s educational sessions.

wwwwww..GGrreeeennFFlleeeettCCoonnfor callll ((880000)) 57766

www GreenFleetConf

RRReeeggggiiisstteeerr

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rl

& Expo s educational sessions.

SEE: Everyone who’s anyone in the alternative-fuel vehicle and green fleet-related product and service providers will be represented in this unique marketplace. See the latest innovations from major auto manufacturers such as: Audi of America, CODA Automotive, FerrellGas, Ford Motor Company, General Motors, Honda, Mercedes, Mitsubishi, ROUSH CleanTech, Toyota and Volkswagen of America.

NETWORK: Be among all of the major players from associations, and fl eet managers with green experience in the green fl eet fi eld today. Nowhere else will you be able to meet and build alliances with such an esteemed group of infl uential fl eet professionals from both the government and corporate sectors.

DRIVE: Drive them here fi rst! The Green Fleet Conference & Expo Ride & Drive event provides you with the rare opportunity to see and test-drive alternative-fuel vehicles one after another! Turn the page for a list of manufacturers bringing vehicles!

GRN0711gfc_brochure.indd 2 6/15/11 1:23:18 PM

e87e

87


e87e

87

GRN0711gfc_brochure.indd 2 6/15/11 1:23:18 PM

ence.com 8788.


ence8788

or Call 800-576-8788 for More Information

Schedule At-A-Glance (subject to change)

e.com8.

MONDAY, OCTOBER 37:30am - 5:00pm Registration Open

9:00am - 10:00am Opening Keynote: Creating the Technology and Using it in Fleet Operations

10:00am - 10:15am Networking Break

10:15am - 11:00am Concurrent Sessions • Government Building a CNG Infrastructure for Both Public & Private Use

• Corporate Lessons Learned: Corporate Fleet Managers Share Real-World AFV Experiences

11:05am - 12:00pm General Session OEMs Reveal Future Product Plans – Part 1

12:00pm - 2:00pm Ride & Drive and Lunch

2:00pm - 2:45pm General Session What Fleets Need to Know Beforehand About Propane Implementation

2:45pm - 3:00pm Networking Break

3:00pm - 3:45pm General Session Looking Ahead to the Next Generation of AFVs

3:45pm - 4:30pm General Session Innovative Solutions Session

4:30pm - 7:30pm Exhibits & Reception

TUESDAY, OCTOBER 48:00am - 3:30pm Registration Open

8:00am - 8:45am Continental Breakfast

8:45am - 9:00am Environmental Leadership Awards Ceremony 9:00am - 10:00am Keynote Address: Energy Diversity is the Key to Energy Independence: How this Strategy will Change the Automotive & Fleet Industries

10:05am - 11:00am Concurrent Sessions • Government How to Become Green Fleet Certifi ed • Corporate Developing Metrics to Measure GHG Emissions

11:00am - 11:15am Networking Break

11:15am - 12:00pm General Session OEMs Reveal Future Product Plans – Part 2

12:00pm - 2:00pm Exhibits & Lunch

2:10pm - 2:40pm General Session How to Determine the Alternative Fuel Right for Your Fleet

2:40pm - 3:30pm Closing General Session Are You Missing Out on “Free” Money? Grant & Funding Opportunities Available – Now!

Scan this barcode on your smartphone app and you will be led to the full schedule on the website!



Offi cial Conference Hotel:

Gaylord Texan Resort & Convention Center

1501 Gaylord TrailGrapevine, Texas 76051

Registration RatesBEFORE9/9/11

AFTER 9/9/11& ON-SITE

Full Conference Pass $495 $595

(Includes all conference workshops, exhibit hall access, Ride & Drive, meals and receptions.)

Supplier Pass $595 $695

Industry Suppliers that are not directly responsible for managing a fl eet of vehicles.(Includes all conference workshops, exhibit hall access, Ride & Drive, meals and receptions.)

Room Rate: $184 per night while rooms are availableDeadline: September 9, 2011

Book by Phone: (866) 782-7897 or visit www.GreenFleetConference.com to register online

Reference: Green Fleet Conference

Back by popular demand, the Green Fleet Conference gives you the chance to test drive “green” vehicles and see the new technology in action. Vehicle manufacturers such as Audi of America; CODA Automotive; Ford Motor Company; General Motors; Honda; IMPCO Automotive; Mercedes; ROUSH; NatGasCar; NGVAmerica; THINKNorth America; Toyota; and Volkswagen of America will be there with keys in hand to show you their best. So take a vehicle out for a spin

and experience it for yourself!

Vehicle test driving is included with your Green Fleet Conference registration. Remember to bring a valid driver’s license.

Monday, October 3 12:00pm – 2:00pm



SHOWCASE TRANSIT

DESIGNLINE ECOSMARTALL-ELECTRIC BUS

The EcoSmart, DesignLine Corporation’s current production all-electric vehicle, of-fers 100 miles of continuous daily range in real-world operations and produces zero exhaust emissions. The EcoSmart’s bat-tery storage systems power wheels and all vehicle accessories.

The bus features aerodynamic styling with curved body and seamless windows, a proprietary vehicle management system that monitors and controls all aspects of operation and tailors performance to maxi-mize effi ciency, and remote data logging. The electric vehicle produces reduced noise levels for the comfort of passengers and those nearby. Measuring 35 feet in length, the bus has a gross vehicle weight rating (GVWR) of 43,400 lbs. It is available

NEW FLYER XCELSIOR HYBRID BUS

New Flyer’s Xcelsior transit bus, avail-able with both Allison and BAE hybrid drive trains, is lighter in weight, quieter, and more fuel effi cient than comparable buses and has achieved 5.88 miles per gallon, according to the company. To im-prove fuel effi ciency, the company reduced the weight of the cooling system, interior panels, fuel tank, and fl ooring. Altoona testing also shows the bus has the lowest interior noise at the center and rear, as well as lowest exterior noise.

Xcelsior features an integrated roofl ine, less-visible drip rails and fasteners, fi ber-glass exterior panels for fl ush windows, and LED headlights. The upgraded inte-rior features LED lighting, skylight roof hatches, and styling upgrades. Enhanced insulation, single-reduction rear axle, and roof-mounted air conditioning provide

in all-electric and extended range electric models.

DesignLine, headquartered in Charlotte, N.C., is a developer of alternative energy vehicles for the mass transportation in-

dustry. All its clean propulsion systems are specifi cally designed to excel in the high density, stop-and-go, urban transit route profi le, according to the company. www.designlinecorporation.com

additional passenger comfort. The bus includes an electronic instrument panel for the operator. Preventive maintenance and repairs are easier due to fi berglass exterior panels, slide-out battery compartment,

swing-out fan belt guard, and interior engine access door, according to New Flyer. The Xcelsior is available in three lengths — 35 feet, 40 feet, and 60 feet.www.newfl yer.com

Xcelsior’s reduced weight of cooling system, interior panels, fuel tank, and fl ooring help improve fuel economy.

The EcoSmart is available in all-electric and extended range electric models.

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AF0411ge.indd 1 3/18/11 10:59:20 AM

The most powerful incentive to green a

fl eet occurs when fuel prices are rising.

Higher fuel prices create pressure to max-

imize fuel effi ciency in order to lower fuel

costs. If you decrease fuel consumption, you

automatically lower emissions. Th e bottom

line is that increased fuel effi ciency equates

to less fuel burned, which equates to fewer

emissions and lower costs.

Th e reality is, the overwhelming majority of

fl eet vehicles in operation today are powered

by either gasoline or diesel engines. If you want

to green your fl eet by reducing emissions, you

need to decrease fuel consumption.

Th e way employees drive company-

assigned vehicles can improve (or decrease)

fuel economy and decrease (or increase)

emissions. In fact, according to EPA data, up

to 30 percent of a vehicle’s fuel effi ciency is

impacted by driver behavior. Most company

drivers average 20,000 miles per year. Th e way

an employee drives make a big diff erence in the

volume of greenhouse gas (GHG) emissions

emitted by a company vehicle. For example,

every unnecessary gallon of gasoline burned

creates 19.5 lbs. of CO2. Similarly, every

unnecessary gallon of diesel burned creates

22.1 lbs. of CO2.

Low-Hanging FruitTh e quickest way to reduce fuel consump-

tion is to modify employee driving behavior.

In essence, you need to change your driv-

ers’ mind-set to make them “greener” driv-

ers. Common sense tells us the best time to

control emissions is before they occur. If you

are serious about achieving fl eet sustainabil-

ity objectives, you need to make the driver

your primary focus. Th is is not a one-time

eff ort; it is an ongoing, never-ending pro-

cess. If you truly want a “greener” fl eet, you

need to develop “greener” drivers.

One example of being a “greener” driver

is reducing unnecessary idling. Th is is a sim-

ple and easy way to reduce fuel costs. Th ink

about it. Th e worst mileage a vehicle can get

is 0 miles per gallon, which occurs when it

idles. In addition to wasting fuel, unnecessary

idling produces unnecessary GHG emissions.

Th e amount of unnecessary idling varies by

fl eet, but some fl eets have recorded idling as

much as 35 percent of the time. Eliminating

an hour of idling per day will result in a sig-

nifi cant fuel savings and emissions reduc-

tion. Idling for long periods, whether at a

job site, railroad crossing, or pulling off the

road to make a cell phone call, consumes

fuel that could be saved by simply turning

off the engine. A turned-off engine doesn’t

produce tailpipe emissions.

Th e biggest challenge to implementing an

anti-idling program is educating drivers. Some

drivers mistakenly believe that frequently

starting and stopping an engine uses more gas

and/or causes additional wear and tear on the

vehicle. Th is may have been a concern in the

past, but today’s engines are more effi cient and

don’t require as much fuel to start. Restarting

an engine uses about the same amount of fuel

as does an engine idling for 30 seconds. Th e

rule of thumb is that when idling for longer

than 30 seconds, turn off the engine. However,

be aware that turning off the engine may also

disable safety features, such as air bags. Drivers

should be certain to utilize this idling-reduction

strategy only in situations where there is no

possibility of a collision.

A common reason for excess idling is to

operate an air conditioning system so a driv-

er can stay cool in the summer or to oper-

ate a heater to stay warm in the winter. Th is

poses a dilemma. Fleet managers struggle

with this form of idling because they want

to reduce fuel costs, but not at the expense

of driver morale. For many employees, their

vehicles are also their offi ce. I don’t have an

easy answer on how to resolve this dilemma.

Th e resolution will vary by company and be

dictated by the corporate culture.

Focus on the FundamentalsWhen striving to modify driver behavior

to a “greener” driving mind-set, there are

fundamental areas fl eet managers should

focus and communicate to their drivers.

For instance, keeping tires properly infl ated

increases fuel effi ciency by 3 percent. Reducing

driving speed also conserves fuel. For every

10 mph of speed reduced, fuel economy

improves by 4 mpg. Also, instruct drivers to

avoid jackrabbit starts. One second of high-

powered driving produces the same volume

of carbon monoxide as a half hour of normal

driving. If a vehicle has a trip computer,

encourage drivers to use the instant fuel-

economy display to refi ne driving habits to

become more fuel-effi cient.

Recommend drivers pre-plan trips to min-

imize stop-and-go driving, which burns fuel

more quickly and increases emissions. Also,

recommend combining several short trips

into one. Not only does this reduce fuel con-

sumption, but a warmed-up engine produc-

es less emissions. For a catalytic converter

to work, it must be heated to a certain tem-

perature. Th at’s why the greatest amount

of emissions are emitted into the air when

starting a cold engine. Ultimately, drivers

determine which fuel to pump into the ve-

hicle (such as E-85 versus gasoline), which

routes to take, or whether to drive conser-

vatively or aggressively.

Some fl eet managers have successfully de-

veloped the business case to acquire techno-

logical tools to modify driver behavior, such

as telematics systems and GPS productivi-

ty tools to reduce fuel consumption, which

have proven to be highly eff ective.

In the fi nal analysis, the “greenest” vehicle

is the one that isn’t driven. However, a fl eet

needs to move employees and cargo. To

accomplish its mission, a fl eet needs to burn

fuel. Th e question is, how do you burn less of

it? Invariably, companies focus on modifying

the vehicle asset to green their fl eet. However,

the easiest (and most cost-eff ective) way

to achieve a sustainable reduction in fuel

consumption and carbon footprint is to

modify driver behavior.

Let me know what you think.

[email protected]

The Best Green Fleet Strategy is toReduce Fuel Consumption

GREEN TALK

MIKE ANTICH

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When a client with more than 1,000 service vehicles saw gas prices spike to $4 per gallon, we saw opportunity — starting with their vehicle model. Pulling together a team of GE strategists, truck engineers, financial advisors and account managers, we leveraged our collective expertise and talent to model, pilot and help implement an accelerated new-vehicle replacement plan.

It resulted in a total cost-of-ownership savings, including reduced fuel expenses, of more than 12 percent and a 40 percent reduction in CO2 emissions.

This is just one example of how we turn challenges into opportunities and bring clients every possible advantage. Let us show you how our strategic intelligence can help you leave high fuel costs behind.

GE Capital Fleet Services. Bringing you every advantage. Visit gefleet.com.

GE CapitalFleet Services

See the opportunity

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| 2011 CHEVROLET CRUZE EPA-est. MPG 24 city/36 hwy.

| 2011 GMC YUKON HYBRID1

EPA-est. MPG 20 city/23 hwy.

THE CHALLENGE: MEETING COMPANY INITIATIVES

OUR SOLUTION: ENVIRONMENTALLY CONSCIOUS CHOICES

Whether it’s meeting companywide environmental initiatives or government

standards, fleet managers face many challenges. GM offers a wide range of

solutions, including fuel-efficient vehicles, hybrids,1 biofuel vehicles2 and the

revolutionary Chevrolet Volt.3 Our environmental commitment goes beyond

vehicles—it includes how we operate our factories and offices around the

world. For more solutions, visit gmfleet.com.

1 Available to order at participating dealers.2 E85 is 85% ethanol, 15% gasoline. To see if there is an E85 station near you, visit gmfleet.com/afv.3 Available to order at participating dealers in CA, TX, MI, NY, NJ, CT and DC. Quantities limited.©2011 General Motors LLC

GRN0711cover.indd 994GRN0711cover.indd 994 6/15/11 12:08:26 PM6/15/11 12:08:26 PM

Clean Cities NowVol. 15, No. 1

April 2011

Clean Cities TV to Broadcast Coalition Successes

Keeping Trash from Going to Waste with Renewable Natural Gas

Renewable Fuels in New Jersey

Raleigh, NC Los Angeles, CA Houston, TX Oregon

Cities are planning for electric vehicle infrastructure

Plugging In

newsletter.indd 1newsletter.indd 1 6/22/11 1:32:27 PM6/22/11 1:32:27 PM

Dear Readers,In preparation for the widespread adoption of all-electric and plug-in hybrid electric vehicles, city officials, utility companies, and local leaders are working together to speed up permitting processes for installing home charging equipment. To help cities navigate this new territory, Clean Cities devel-oped case studies detailing the experiences of four electric vehicle pacesetters—the state of Oregon, Houston, Los Angeles, and Raleigh, North Carolina—that are leading the charge. Our feature article on page 6 summarizes the experiences of these areas and includes examples of how electric vehicles are being launched in Clean Cities coalitions across the country.

Renewable natural gas (RNG) is another area we are exploring in this issue. See our Technology Spotlight on page 4 to learn about this gaseous biofuel that’s produced from organic waste. The article describes RNG, explains its benefits, and tells how it’s being used in the field.

This issue also includes a variety of articles celebrating our coalitions’ successful deployment of alternative fuels and advanced vehicles and use of fuel economy and idle reduction measures. Turn to the Coalition News section on page 8 to read about the country’s first compressed natural gas ambulance in California, hybrid electric school buses helping kids breathe easier in Kentucky, a million gallons of E85 dispensed in Pennsylvania, and much more.

Also in this issue, you’ll find information about the program’s new Clean Cities TV online educational channel and new Clean Cities resources available on the Alternative Fuels and Advanced Vehicles Data Center website.

We hope you enjoy this issue. Let us know what you think at [email protected].

Program News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Tool Tips: An Online Tool Directory . . . . . . . . . . . . . . . 3

Technology Spotlight: Renewable Natural Gas . . . . .4

Coordinator Profile: Chuck Feinberg, New Jersey Clean Cities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Feature: Early Plug-In Vehicle Markets Prepare for Success . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Coalition News . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Ask the Technical Response Service . . . . . . . . . . . . . .11

Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Editor: Heather Proc, National Renewable Energy Laboratory (NREL) Writers: Julie Sutor and Jarett Zuboy, NRELDesign: Dean Armstrong and Joshua Bauer, NREL

Images (from top): from DOE/PIX 17030; by Trish Cozart, NREL/PIX 17004; from Melissa Howell; from Kentucky Clean Fuels Coalition; from Waste Management; from Mike Waters, from Progress EnergyCover images: Car from iStock/15630953. City images, left to right; visitraleigh.com, iStock/3153620, iStock/1681903, iStock/5498746.

Clean Cities Now is published biannually. View an electronic version at www.afdc.energy.gov/cleancities/ccn. To order print copies, go to www.eere.energy.gov/library.

Linda Bluestein National Clean Cities Co-Director

Dennis A. Smith National Clean Cities Director

In This Issue

Coordinator Profile: p5

Clearing the Air in Kentucky: p10

On the Road to Electrification: p6

Renewable Natural Gas: p4

Linda Bluestein

Dennis Smith

Clean Cities Now Page 2

April 2011


Clean Cities develops a wide variety of Web-based tools to help fleets, fuel provid-

ers, and consumers find ways to employ alternative fuels, advanced vehicles, and fuel economy improvements.

Clean Cities Tools Page

The Clean Cities website features a convenient online directory of all its database searches, cost calculators, and interactive maps in one centralized location. The com-prehensive tools page helps users quickly navigate to the 25 tools available on the Alternative Fuels and Advanced Vehicles Data Center (AFDC), the premier website for trans-portation technologies.

Users can find the tools page on the AFDC under Informa-tion Resources at www.afdc.energy.gov/tools.

The tools on the AFDC benefit everyone from legislators to fleet owners to consumers. Users can generate a map of the nearest alternative fueling stations, research vehicle specifications for hybrid and alternative fuel light-duty and heavy-duty vehicles, compare mileage estimates, calculate cost savings for natural gas or flexible fuel vehicles, search for incentives and rebates, and more.

“We are always striving to make the vast amount of information on the AFDC as accessible as possible,” says Johanna Levene, NREL technology supervisor for the AFDC.

“By putting links to all of our tools and searches on one Web page, we are helping users find what they need fast and introducing them to some useful tools and searches they might not even know existed.”

Tool Tips

TV image from iStock/4487840

Clean Cities TV to Broadcast Coalition SuccessesClean Cities coordinators now have a new outlet to spread the word about alternative fuels and advanced vehicles. Clean Cities TV (CCTV) is an online channel that allows coordinators to showcase suc-cessful Clean Cities projects to their peers, stakeholders, the general pub-lic, and key audiences like the National League of Cities and the International Association of Fire Chiefs.

“Within the first year, we expect CCTV to have dozens of in-depth videos available at the click of a mouse,” says Clean Cities Project Leader Andrew Hudgins, of the National Renewable Energy Laboratory. “CCTV will be a fantastic vehicle for coordinators to reach out to new stakeholders, stay

Program News

updated on emerging technologies, and give others the opportunity to learn from their progress.”

About 40 Clean Cities coordinators and other coalition representatives met in Washington, D.C., in late February for video production training. This pilot group will help create a large portion

of CCTV’s first season of program-ming. What’s more, the training itself will be available on CCTV as a live and archived webcast, so other interested coordinators can learn to produce vid-eos featuring their own success stories about alternative fuels, idle-reduction technologies, and electric vehicles. And CCTV staff will produce hour-long webcasts and training videos about timely transportation topics.

“CCTV will have an impressive variety of content that’s going to amplify the great work coordinators are doing to reduce petroleum consumption. And we’ll be adding new programming all the time, so stay tuned,” Hudgins says. Visit CCTV at www.cleancities.tv. For more information, contact [email protected].

April 2011



When you think of biofuels, you prob-ably think of ethanol and biodiesel. Renewable natural gas (RNG) might not be the first thing to cross your mind, but this gaseous biofuel offers powerful benefits and springs from one of the world’s most ubiquitous resourc-es—organic waste.

When organic wastes decompose with-out oxygen—a process called anaerobic digestion—they typically produce a gaseous mixture of about 35% to 55% methane, 20% to 45% carbon dioxide, other gases, and trace contaminants. This impure mixture is called biogas. Purifying biogas results in a fuel called RNG or biomethane, with a methane content greater than 90%.

Biogas comes from various organic wastes, including sewage, municipal solid waste, agricultural and industrial waste, and animal manure. Today, landfills are the largest source of cap-tured biogas in the United States. In 1996, the Landfill Rule of the Clean Air Act required large landfills to collect and “destroy” their biogas by flaring it. This converts methane (a potent green-

house gas) and harmful organic gases into less-harmful compounds such as carbon dioxide.

Instead of merely flaring biogas, some landfills began capturing and using it. The U.S. Environmental Protection Agency (EPA) established the Landfill Methane Outreach Program (LMOP) to encourage this practice. Today, 541 landfills are producing electric-ity equivalent to about 0.6% of U.S. electricity consumption, and natural gas equivalent to about 0.5% of U.S. natural gas consumption. The EPA estimates that biogas from another 510 U.S. landfills could be harnessed for energy production.

Biogas requires relatively little process-ing for use in electricity production and some industrial applications. Most U.S. landfill energy projects generate elec-tricity onsite. A few projects purify the biogas and inject the resulting RNG into natural gas distribution pipelines or use it as a vehicle fuel. The biogas must be processed and compressed for these applications, which increases costs. On the other hand, the products can be of higher value than electricity or displace fuels that produce more harmful emissions.

“Landfill energy projects take ad-vantage of the opportunities that are available,” says Marianne Mintz, principal investigator for Clean Cities’ RNG analysis at Argonne National Laboratory (ANL). Electricity is usu-ally a good option if a grid connection is available. Gas distribution can work if the source is close to a gas pipeline or a facility that needs process heat. For transportation, fueling infrastructure and natural gas vehicles are required.

Because RNG can cost more than conventional natural gas, incentives

Renewable Natural GasA Gaseous Biofuel that Keeps Trash from Going to Waste

Most of the vehicles that use RNG in the U.S. are refuse trucks. At California’s Altamont Landfill, tankers fill up with liquefied RNG and distribute it for use in 350 refuse trucks throughout the state. Photos from

Waste Management

Technology Spotlight

Gas Terminology

Biogas, produced by the anaero-bic digestion of organic waste, is a relatively impure mixture of meth-ane, carbon dioxide, other gases, and contaminants. With minimal processing, biogas can be used for electricity generation and some industrial applications.

Renewable natural gas (RNG) is made by purifying biogas to a high methane content. RNG can be used in natural gas vehicles and distribut-ed via natural gas pipelines (biogas is generally too impure for these applications). RNG is also called biomethane.


April 2011


Coordinator Profile

Chuck Feinberg Builds Momentum for Alternative Fuels in New Jersey

“You’re from New Jersey? What exit?” That old joke annoys some New Jersey residents, but it suggests how central vehicles and highways are to life in the Garden State. For New Jersey Clean Cities Coalition (NJCCC) Coordinator Chuck Feinberg, that very car culture makes New Jersey the perfect proving ground for alternative fuels and advanced vehicles.

Feinberg first became involved with NJCCC in 2009 as an environmental consultant, having worked on everything from Superfund cleanups to renewable energy to biofu-els development. “I took a real interest in the biofuels side of things and learned that there really are viable alternatives to petroleum,” Feinberg says. “I became aware of Clean Cities, saw its potential, and got involved. One thing led to another, and now I’m the coordinator.”

Shortly after Feinberg took the coalition’s helm, he rounded up several stakeholders to develop a proposal for a statewide natural gas vehicle and infrastructure project. Feinberg applied for funding through the American Recovery and Reinvestment Act, and Clean Cities awarded NJCCC $15 million to deploy almost 300 natural gas garbage trucks and shuttle buses and six new fast-fill compressed natural gas (CNG) fueling stations throughout Atlantic and Morris Counties and the cities of Newark, Camden, and Trenton. The project established New Jersey’s first and only statewide network of alternative fuel infrastructure and is projected to displace at least 1.8 mil-lion gallons of petroleum each year.

Since the project’s inception, Feinberg’s phone has been ringing off the hook with inquiries from public and private fleets interested in incorporating natural gas into their own operations. “We’ve become a well-known entity in New Jersey. We’ve been able to establish ourselves as the go-to organization in the state on alternative fuel technologies and funding opportunities,” he says.

Natural gas isn’t the only thing on NJCCC’s agenda under Feinberg’s leadership: The coalition is also busy laying the groundwork for electric vehicle (EV) deployment. NJCCC has a contract with the New Jersey Department of Environmental Protection to advise the state on policy issues regarding EVs. Under the contract, NJCCC wrote a report recommending a package of measures that would encourage the EV market. Feinberg also serves as the facilitator for a statewide interagency task force for EVs.

Feinberg recently helped form a renewable natural gas working group that includes 20 representatives from industry and academia. The group is working to find ways to develop renewable natural gas, or biomethane, as a transportation fuel in New Jersey, since most existing state incentives apply to the fuel’s use in electricity generation.

Feinberg’s tireless efforts and impressive progress have not gone unnoticed. He was one of eight nominees for the 2010 Clean Cities Coordinator of the Year Award. And he shows no signs of slowing as he looks to the future.

“For the people who live here and those who are just passing through, we need to make sure that New Jersey has the infrastructure to make petroleum the fuel of the past,” Feinberg says.

are also important. Funding from public or private organizations can make the difference between a project being financially viable or not. On the policy side, biogas-electricity projects can help utilities satisfy state renewable portfolio standards. RNG transpor-tation projects can help satisfy state low-carbon fuel standards and the federal Renewable Fuel Standard.

Today, only a handful of U.S. landfills, dairy farms, and wastewater treatment plants produce RNG for transportation, and fewer than 500 natural gas vehicles currently use it. In contrast, Sweden, which has the world’s most aggressive RNG program, fuels thousands of natural gas vehicles with RNG. Clean Cities is working to expand RNG use in transportation. Projects in Georgia and Washington received funding through Clean Cities as part of the American Recovery and Reinvestment Act of 2009. Clean Cities has also supported RNG research and development. “RNG projects are usually large and take time to put together, so support and patience are important,” says Mintz.

Using RNG as a vehicle fuel provides important benefits. A recent ANL study found that landfill-derived RNG can reduce vehicular fossil fuel consumption and greenhouse gas emissions by more than 70% compared with petroleum gasoline and diesel and conventional natural gas.

The potential supply of RNG has not been well established. However, it is clear that the United States—with many untapped sources of organic waste—has just scratched the surface of this renewable resource.

For more information, visit the EPA’s LMOP (www.epa.gov/lmop) and AgStar Program (www.epa.gov/agstar) and the Clean Cities Waste-to-Wheels work-shop (www.eere.energy.gov/cleancities/waste_to_wheels.html).

Each Technology Spotlight details an alterna-tive fuel or technology and companies that offer or use it. Clean Cities does not endorse the technologies or companies featured.

Chuck Feinberg. Photo

from Melissa Howell

April 2011



The first Chevrolet Volt and Nissan Leaf plug-in electric vehicles (PEVs) were delivered to U.S. customers last December, accompanied by high hopes for a petroleum-free trans-portation revolution. However, this revolution will require preparation and the coordinated efforts of many stakeholders. Oregon; Houston; Los Angeles; and Raleigh, North Carolina, are among the nation’s PEV leaders. Their preparations and deployment activities are summarized below and detailed on the Alternative Fuels and Advanced Vehicles Data Center website at www.afdc.energy.gov/plugin_case_studies.

OregonTo meet its ambitious greenhouse gas (GHG) reduction goals, Oregon must slash vehicular GHG emissions. The state identified PEVs as a way to achieve this goal, because they draw on the state’s clean electricity: More than half comes from hydropower, and a renewable portfolio standard is requir-ing utilities to add even more clean electricity sources.

Oregon’s PEV preparations have led to pro-PEV legislation and partnerships among more than 60 state agencies, local governments, utilities, and private organizations. A Public Utility Com-mission docket is investigating the role of utilities in PEV deployment. Oregon is participating in the EV Project, which will deploy more than 2,000 resi-dential and public charging stations in the state during 2010 and 2011. Oregon also received support for fast-charging stations from the U.S. Department of Transportation’s TIGER II grant pro-gram and the American Recovery and Reinvestment Act (ARRA) via the U.S. Department of Energy’s (DOE) State Energy Program.

The first wave of PEVs began arriving in Oregon in late 2010. “Oregon worked hard to prepare for PEVs,” says Rick Wallace, senior policy analyst at the Oregon Department of Energy and co-ordinator of the Columbia-Willamette Clean Cities Coalition. “Now, we’re tracking the arrival of the vehicles, and the team we’ve built will respond to issues that arise to ensure a success-ful deployment.”

HoustonHouston is an energy and transporta-tion giant, with the nation’s largest petrochemical and refining complex, and onroad travel exceeding 140 mil-lion vehicle miles per day. Spurred by concerns about air quality and GHG emissions, Houston is preparing to be-come a PEV giant as well. “We are a car culture in the middle of an oil and gas town,” says Laura Spanjian, director of Houston’s Office of Sustainability. “Promoting PEVs is a more efficient way to reduce emissions than only try-ing to get people out of their cars.”

Houston brought together numerous public and private partners to establish

the Houston Electric Vehicle Initia-tive. It also received PEV grants from the U.S. Environmental Protection Agency’s Climate Showcase Com-munities Program and from DOE via the Texas State Energy Conservation Office. Many of Houston’s PEV buyers will receive a free residential charging station as part of the Electric Vehicle Initiative, while the City of Houston and energy provider NRG EV Services are installing more than 200 municipal and public stations. An ongoing project will help determine if transformers in neighborhoods with many PEV charg-ing stations have adequate capacity. Houston is also participating in the EV Project and Project Get Ready. Texas’ first PEV arrived in Houston in January. The City of Houston fleet will begin receiving PEVs in March.

Los AngelesPopulous Los Angeles, with one of the nation’s highest per-capita car-owner-ship rates, helped lead the deployment of PEVs in the 1990s and is commit-ted to deploying today’s PEVs. The Los Angeles Department of Water and Power (LADWP), a municipal utility, serves the city’s electric needs. Permitting in the utility’s service area is performed entirely by the city’s Department of Building and Safety. Both of these factors facilitate PEV and charging-station deployment.

LADWP is upgrading and adding pub-lic charging stations, using discounted electric rates to promote off-peak PEV

Early Plug-In Vehicle Markets Prepare for SuccessOregon, Houston, Los Angeles, and Raleigh are on the road to electrification

This residential charging station is used by Oregon’s first Nissan Leaf owner, who describes his new PEV as a “computer on wheels” because he manages the battery charging via his laptop computer. Photo from Rick Wallace, Oregon Department of

Energy

Feature


April 2011


charging, and subsidizing residential charging stations for customers who agree to have their charging data col-lected. Los Angeles is also negotiating installation of residential and public charging stations as part of Charge-Point America and the EV Project. Charging-equipment provider EV Connect and the Los Angeles County Metropolitan Transportation Author-ity are collaborating to analyze the integration of PEVs and charging infra-structure with a public transit network.

LADWP also initiated the Southern California Regional Plug-In Electric Vehicle Plan to foster collaboration among stakeholders and establish regional PEV charging infrastructure. “We want to bring in the region’s other cities, utilities, and businesses so our efforts have a larger impact,” says LADWP Environmental Specialist Adrene Briones.

RaleighFast-growing, high-tech Raleigh—and the surrounding Research Triangle Region—became PEV leaders by join-ing Project Get Ready in 2009. One of the first steps was assembling a diverse

team of stakeholders to overcome barriers to PEV deployment, educate consumers about PEVs, establish charging infrastructure, and explore PEV-related economic-development opportunities. “It’s about helping all members of a community understand, plan for, and implement electrified transportation initiatives,” says Jeff Barghout, Director of Transportation Initiatives for Advanced Energy, a

Raleigh-based nonprofit that is coor-dinating North Carolina’s Project Get Ready effort.

The Triangle Clean Cities Coalition is actively involved as well, helping develop a PEV-readiness roadmap, providing technical support to cor-porate and government partners, and making PEV information available to targeted stakeholders and the public.

Residential Charging Station Permitting and Inspection ProcessesThe installation of Level 2 (240V) residential charging stations is vital to widespread PEV deployment. To facilitate standard residential installations, Oregon, Houston, Los Angeles, and Raleigh have developed streamlined permitting and inspection processes. This table contains key facets of each area’s approach.

Oregon Houston Los Angeles Raleigh

Permitting

A licensed electrician buys 10 Oregon “Minor Installation Labels” online for $140. Each label can be used to permit one standard installation.

A licensed electrician ap-plies for a permit online for $35. Approval is auto-matic and instantaneous for standard installations.

A licensed electrician ap-plies for a permit online for $75. Approval is auto-matic and instantaneous for standard installations.

A licensed electrician or the charging station cus-tomer obtains a permit by visiting a city inspection center, requiring about one hour and a $74 fee.

Inspection

The electrician logs each completed installation, and one in 10 of the electrician’s installations is inspected by the local jurisdiction.

The electrician requests an inspection from the Code Enforcement Group. Inspections are completed the same day for requests received before noon. and within 24 hours for requests after noon.

The electrician requests an inspection from the Department of Building and Safety, which is com-pleted within 24 hours of the request.

The electrician or customer schedules an inspection. If the city receives a call by 4 p.m., the inspection is per-formed the next day.

see “Plug-In” on p12 >

A Ford Escape PEV operated by Progress Energy, Raleigh’s utility. Photo from Mike Waters,

Progress Energy/PIX 18527

April 2011



Coalition News

Western Region

Richard Cromwell III, Coachella Valley Region Clean Cities

Natural Gas to the Rescue

The City of Palm Desert, California, is a long-time proponent of natural gas as a transportation fuel. In 2010, the municipality took this clean-burning alternative fuel to new heights when it unveiled the country’s first natural gas ambulance.

Palm Desert and a number of its neighboring communities in the Clean Cities Coachella Valley Region (CCCVR) coalition have been using compressed natural gas (CNG) to power municipal fleets and the regional transit agency for more than a decade. So when Palm Desert needed a new ambulance, searching for a CNG option made perfect sense. However, research by CCCVR revealed that U.S. original equipment manufacturers don’t produce CNG ambulances. Undeterred, representatives from CCCVR, Palm Desert, and Riverside County Fire Department were determined to turn the problem into an opportunity by launching a pilot project that would develop and showcase the use of clean fuel in the world of emergency medical services (EMS).

Palm Desert purchased an ambulance patient compartment and a Ford E450 gasoline chassis from Houston-based Frazer Bilt. The city then contracted with BAF, a natural gas vehicle provider owned by Clean Energy, to convert the ambulance to run on CNG. Frazer Bilt worked closely with BAF and Riverside Fire representatives to customize the patient compartment in a way that would accommodate the natural gas engine without com-promising any EMS functionality. The vehicle hit the road in January 2010, taking advantage of the Coachella Valley’s existing CNG fueling infrastructure (all three of the region’s hospitals have a CNG station within a reasonable distance).

For the past year, the fire department has been working diligently to keep careful records and determine the best dispatch and fueling protocols for the new ambulance. City officials have closely monitored the project, staying up to date on progress, glitches, and solutions at every step of the way. Thus far, feedback from driv-ers, EMS personnel, and even patients has been extremely positive, with many commenting on the welcome absence of exhaust fumes. According to the City of Palm Desert, the new ambulance’s particulate emissions are 95% lower than those of a comparable diesel vehicle, and it reduces diesel fuel use by about 1,500 gallons annually. CCCVR and the City of Palm Desert are encouraged by the success of the pilot project and hope it will be replicated in other communities.

Tucson Well on Its Way to Go Electric

Plug-in electric vehicles (PEVs) from major auto manufacturers are just now hitting the market, and southern Ari-zona is welcoming them with open arms.

A determined and enthusiastic group of Tucson Clean Cities (TCC) stake-

holders spent the past year laying the groundwork for the deployment of PEVs. The work kicked off in 2009 with a PEV infrastructure workshop. The event’s 150 attendees included representatives from Tucson Electric Power (the local utility company), PEV manufacturers, charging equipment manufacturers and installers, govern-ment planning departments, and other stakeholders. The overarching goal of the workshop was to develop a plan that would thoroughly prepare the Tucson area for the arrival of PEVs.

Those early preparations caught the eye of PEV charging equipment devel-oper ECOtality, and in March 2009, TCC signed agreements with Nissan

and ECOtality, making Tucson one of the official launch markets for the Nissan Leaf. Shortly thereafter, Ford selected Tucson as a launch city for its all-electric Focus.

Since the kick-off workshop, a growing number of partners and stakeholders has been waging a nonstop, two-pronged campaign of education and infrastructure planning. TCC hopes the effort will result in the deployment of 500 PEVs, 250 Level 2 charging sta-tions, and five DC fast chargers within the next two years. So far, all 255 stations have been plotted, and six are already installed. Pima County govern-

South Central Region

Colleen Crowninshield

Tucson Clean Cities

continued on p9 >

The City of Palm Desert put the country’s first natural gas ambulance on the road. Photo from

Bert Kronmiller


April 2011


ment, the Town of Oro Valley, and the University of Arizona are leading the pack, each with a strong commitment to PEV success.

Outreach to the general public and major employers is a cornerstone of TCC’s efforts to take transportation electric in Tucson. A steady stream of great media coverage is creating a palpable buzz throughout the area, and TCC takes every opportunity to make presentations to the chamber of commerce, Rotary Clubs, and other community groups. The coalition conducts two or three outreach events each month, appears on the “Mrs. Green Goes Mainstream” radio show every other week, offers community workshops, writes op-ed pieces for area newspapers, and organizes press events around all PEV deployment develop-ments, such as the installation of new charging equipment.

Unwavering support from Tucson Electric Power has been key to the impressive momentum behind the deployment of PEV infrastructure. The utility works hand in hand with TCC on everything from broadcasting the alternative fuels message to work-ing out nitty gritty technical details and educating elected officials and community planners.

Looking ahead, TCC hopes to expand its PEV work beyond Tucson to the major transportation corridors that lead to Phoenix and San Diego. And the coalition is also eager to share its experiences with other Clean Cities co-alitions seeking to deploy PEVs in their own communities.

Share Your NewsEach issue of Clean Cities Now features Coalition News articles from coordina-tors representing each region. If you’re interested in writing an article, contact [email protected] with your story idea. If we choose your idea, we’ll con-tact you for an interview.

Northeast Region

Steve Russell, Massachusetts Clean Cities

Staples and Massachusetts Clean Cities Deliver on Fuel Efficiency

Many people know that Staples is a serious competitor in the office-product supply industry. What they may not know is that the company is also a Massachusettes Clean Cities stakeholder leading the way in reducing petroleum consumption.

With $24 billion in sales in 2009 and a fleet of 2,200 vehicles in the U.S. and Canada, the movement of products is a big part of Staples’ operations. And through its Staples Soul corporate accountability initiative, the company has made a commitment to transporting its goods sustainably.

In 2006, Staples North Ameri-can Fleet Equipment Manager Michael Payette began installing electronic speed control modules in Staples’ medium-duty diesel delivery trucks. At a cost of only $7 per truck, the modules prevent the vehicles from traveling faster than 60 mph, improving their fuel economy from the industry stan-dard 8.1 mpg to 10.1 mpg. Speed control, in combination with elec-tronic idle reduction and driver training programs, has improved overall fuel economy in Staples’ delivery fleet by 30%.

Today, all of Staples’ trucks are equipped with speed control modules, and the company has saved a cumulative 2.9 million gallons of fuel and prevented the emissions of 32,000 tons of carbon dioxide. Staples’ annual conventional fuel savings are approaching 1 million gallons.

At the project’s start, some drivers worried the speed controls might get in the way of timely deliveries. But analysis by Staples found that driving time increased by only seven minutes per day. Furthermore, the extra time on the road was offset by less fre-quent trips to the fuel pump. And research by Staples’ risk management department found no safety issues associated with limiting truck speed.

Staples is now working to further improve the fuel efficiency of its fleet by incorporat-ing all-electric trucks in high-density urban delivery areas, diesel-electric hybrids in urban delivery areas, lighter composite materials in vehicle body construction, and dynamic routing software. Introduction of 53 all-electric trucks, manufactured by Smith Electric Vehicles, began in November 2010.

“Over time, we’ll look to increase the number of these trucks in the Staples fleet as an effective way to service our delivery customers while reducing our carbon emissions,” Payette says.

Colleen Crowninshield headshot from Colleen Crowninshield. All other coordinator headshots from Melissa Howell.

Staples began introducing electric trucks into its delivery fleet in November 2010. Photo from Staples

April 2011



Southeast Region

Melissa Howell, Commonwealth Clean Cities Partnership

Hybrid Horsepower for Kentucky Schools

New hybrid electric school buses are clearing the air in Kentucky with help from the Commonwealth Clean Cities Partnership (CCCP). Thirty-one public school districts across the state have ordered 101 ThomasBuilt and Interna-tional hybrid electric school buses, thanks to funding from the American Recovery and Reinvestment Act.

The new bus purchases are part of a project to introduce 213 hybrid school buses throughout the state. In August 2009, the U.S. Department of Energy awarded $13 million to the Kentucky Department of Education to cover the incremental costs of hybrid buses over traditional diesel buses. Once the project is complete, Kentucky will have the largest hybrid electric school bus fleet in the na-tion, translating to significant reductions in petroleum consumption. Manufacturers estimate fuel savings will be as high as 40%, with increases in fuel mileage from 7.5 to 12 miles per gallon, relative to standard diesel buses.

Kentucky’s hybrid school bus project will serve as an example for school systems across the country. The Kentucky Clean Fuels Co-alition (KCFC), which houses the state’s Clean Cities program, will gather performance data to share with other states, as well as with Kentucky students, who will be active participants in the project. KCFC plans to engage the students with onsite energy teams that can use the information for science and math classes.

“The hybrid school bus project not only serves as a means to improve efficiency and be environmentally conscious,” Kentucky Education Commissioner Terry Holliday says. “This project will also provide students with learning opportunities across many subject areas. Teachers can develop lesson plans related to fuel consumption, air quality, and transportation costs, bringing real-world knowledge and hands-on experiences into the classroom.”

Small Idaho County Goes Big in Petroleum Reduction

With a population of about 200,000, Canyon County, Idaho, may not be very big. But its recent successes in reducing petroleum use are enormous.

About two years ago, Canyon County Fleet Manager Mark Tolman puzzled over a problem shared by countless public officials throughout the country: How would he provide a high level of service to his community in the face of shrinking budgets?

Tolman worked with Treasure Valley Clean Cities to develop a strategy that made better use of his existing fleet resources while also embracing new technologies and fuels.He convened a “utilization team” that sought the

input of vehicle drivers in every county department. He also purchased fleet-management software that allowed him to better track and scrutinize fuel use, vehicle utilization, idling time, and employee mileage reimbursements.

Armed with the new data, Tolman trimmed the county’s fleet from 325 vehicles to its present 220. He devel-oped a new replacement schedule that incorporated E85 and hybrid vehicles into the fleet wherever possible. He started filling tires with nitrogen. And the Fleet Department installed two new 12,000-gallon fuel tanks (one for gaso-line, one for ethanol) and a blending dispenser that allows workers to specify the level of ethanol in the fuel they use.

Before Tolman’s project began, he knew fuel was being wasted in idling patrol cars in the Sheriff’s Department, but once he had the hard numbers in front of him, “It was just shocking,” he says. Each patrol car was idling for up to five hours per day, using about one gallon of fuel per hour of idle time.

Over the past year and a half, Canyon County fleet workers installed idle-

reduction equipment on nearly all of the 65 patrol cars in the sheriff’s de-partment, eliminating 36 “ghost miles” and 100 pounds of carbon dioxide emissions per day for each car. “We’re cutting our fuel use, and we’re doing it safely—everything runs at peak perfor-mance. We’re never going to leave our people hanging or compromise their safety,” Tolman says.

Today, the Canyon County Fleet Department is eliminating an esti-mated 1.4 million pounds of carbon dioxide emissions every year and im-proving its vehicles’ fuel economy by 4 mpg to 6 mpg. According to Tolman, the E85 station has already paid for itself.

“Using technologies that are already widely available, we realized immedi-ate cost savings to Canyon County,” he says. “We are maintaining a top-notch fleet, trimming our budget with mini-mal disruptions to ongoing operations, reducing our dependence on foreign oil, shrinking our environmental foot-print, and serving as an example for other fleets.”

Northwest Region

Beth Baird

Treasure Valley Clean Cities

Image from Kentucky Clean Fuels Coalition


April 2011


Ask the Technical Response Service

Do you have questions about alternative fuels, fuel economy mea-sures, or advanced vehicles? The Clean Cities Technical Response Service (TRS) will help you find answers. For more information about the topics in this column or anything in the Clean Cities port-folio, e-mail [email protected], or call 800-254-6735.

Q: Will fuel economy labels look dif-ferent with the introduction of new electric-drive vehicles?

A: In September 2010, U.S. Environ-mental Protection Agency (EPA) and the National Highway Traffic Safety Administration (NHSTA) released a proposed rule to change the fuel economy labels that appear on the windows of new vehicles being of-fered for sale. The goal of this label is to provide consumers with simple, straightforward comparisons across all vehicle types, including all-electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs).

In addition to fuel economy, the pro-posed labels for all vehicles include estimated greenhouse gas emissions (in grams of CO2 per mile) and a fuel economy comparison with similar ve-hicle models. The proposed labels for EVs and PHEVs include driving range (miles between fueling/recharging), fuel economy in different operating modes (such as all-electric), and en-ergy consumption (in miles per gallon equivalent).

The proposed changes to fuel economy labels are set to take effect starting with model year 2012 vehicles. EPA is working with EV and PHEV manufacturers to develop labels under EPA’s current regulations to use in the meantime. Refer to FuelEconomy.gov for fuel economy ratings and a link to the proposed rule.

Q: Now that EPA has granted a waiver for the use of E15 in newer vehicles, when will the fuel be available at the pump?

A: The waiver hinges on two condi-tions: (1) mitigating the potential for misfueling vehicles, engines, and equipment for which E15 is not ap-proved and (2) ensuring fuel quality. EPA proposed a regulatory program to address potential misfueling con-cerns that would require E15 dispenser labeling, product transfer documents, and retail fueling stations surveys.

Ethanol and the resulting E15 must also meet fuel quality standards specified within state regulations. Additionally, updates and revisions to existing regulations and laws are necessary, including underground storage tank compatibility require-ments and state laws that currently limit the sale of E15. Considering these complexities, the exact timeline for E15’s entry into the marketplace is unclear and is likely to vary among regions. For more information, see the Technology Bulletin at www.afdc.energy.gov/afdc/ technology_bulletin_1210.html.

For more information about alternative energy or energy efficiency, you can also contact the EERE Info Center at 1-877-337-3463 or www.eere.energy.gov/informationcenter.

Pennsylvania’s Ethanol Corridor Project Surpasses 1 Million Gallons

Greater Philadelphia Clean Cities (GPCC) reached a major milestone in alternative fuel deployment: In 2010, the coalition’s ethanol project dis-pensed its millionth gallon of E85.

In 2006, GPCC set out to create an E85 corridor running from State College to Philadelphia. The project gained speed in the last year-and-a-half, with the number of public E85 stations along the route expanding from eight to 19.

Funding for the project came from a state Alternative Fuels Incentive Grant (AFIG) and a project award from the U.S. Department of Energy. GPCC and its stakeholders used these funds to support the installation of E85 dispens-ers at gasoline stations and to educate the public. Outreach efforts included teaching consumers how use a vehicle identification number to determine E85 compatibility. GPCC engaged both large multistation retail fuel compa-nies, such as AMERIgreen, Shipley Energy, and Sheetz, and small busi-nesses like Dileo’s Auto Service just outside of Philadelphia.

“What a fantastic day for Pennsylva-nia,” says AMERIgreen’s Seth Obetz “A few years ago, this fuel was only known in the Midwest. In the interest of our national security, we need every available domestically produced fuel to help lessen our dependence on import-ed foreign petroleum.”

GPCC expects more stations will add their names to the list. When gas prices rise, so does the interest in ethanol, and the advent of the E85 corridor makes it a little easier for Pennsylvanians and people traveling through the state to use it.

Mid-Atlantic and Great Lakes Region

Tony Bandiero

Greater Philadelphia Clean Cities

Examples of EV and PHEV fuel

economy labels included in the proposed rule.

Illustrations

from EPA

April 2011



Clean Cities provides online tools and print resources for coordinators and stakeholders. Find all of these new documents and updated resources at www.afdc.energy.gov.

Online Resources

National Parks Initiative Web Page: Visit the Clean Cities National Parks Initiative page (www.eere.energy.gov/cleancities/national_parks.html) to find out how Clean Cities and the National Park Service are working together to improve air quality and reduce petroleum use in some of America’s most special places.

New Documents

Biodiesel Basics: This handy two-page fact sheet www.afdc.energy.gov/afdc/pdfs/47504.pdf provides quick answers to questions about biodiesel and points readers to sources of more in-depth information about using this alternative fuel.

Resources

2011 Clean Cities Light-Duty Vehicle Buyer’s Guide: The annual guide (www.afdc.energy.gov/afdc/pdfs/49488.pdf) includes vehicle-specific information about fuel economy, emissions, vehicle specifications, and cost for the dozens of alternative fuel and advanced vehicles on the market this year.

> “Plug-In” from p7

c/

Vehicle Buyer’s Guide

Clean Cities 2011

“It’s important for a coalition to iden-tify key players early on and get them involved,” says Coordinator Kathy Boyer. “Then you need to stay cur-rent with PEV issues in your area, like permitting and installation procedures, so you can get the right information to the people who need it—the PEV landscape changes quickly.”

Raleigh is anticipating the arrival of PEVs in 2011. The City will operate up to 25 free public charging stations by mid 2011 (purchased with ARRA sup-port). Other stakeholders are installing and collecting data from hundreds of additional stations throughout the Re-search Triangle Region. As a reflection of its efforts, Raleigh secured a high-profile PEV conference, set to take place in July 2011.

National Plug-in Vehicle Programs

ChargePoint America, EV Project, Project Get Ready

Oregon, Houston, Los Angeles, and Raleigh each participate in at least one of three prominent national PEV initiatives. Coulomb Technologies’ ChargePoint America program (www.chargepointamerica.com) is deploying and collecting data from nearly 5,000 residential and public PEV charging stations in nine regions. ECOtality’s EV Project (www.theevproject.com) is deploying and collecting data from about 15,000 residential and public PEV charging stations in 16 major cities. The goals of these proj-ects, which are supported by ARRA through DOE, are to analyze the first wave of PEVs and stations and facilitate the transition to nationwide deployment. The Rocky Mountain Institute’s Project Get Ready (www.projectgetready.org) is connecting the PEV-readiness efforts of its partner cities. Specific activities include creating a “menu” of PEV-readiness actions, helping cities create PEV coalitions, sharing lessons learned and best practices, documenting progress in PEV readiness, and providing educational materials.

The City of Raleigh is installing PEV charging stations for free public use. Photo from Kathy Boyer, Triangle Clean Cities

Coalition/PIX 18520


April 2011

EERE Information Center1-877-EERE-INFO (1-877-337-3463)www.eere.energy.gov/informationcenter

Printed with a renewable-source ink on paper containing at least 50% wastepaper, including 10% post consumer waste.

Prepared by the National Renewable Energy Laboratory (NREL), a national laboratory of the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy; NREL is operated by the Alliance for Sustainable Energy, LLC.


www.eere.energy.gov/informationcenter

green fleet magazine july/august 2011

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