green fleet magazine may/june 2011

A BOBIT PUBLICATION WWW.GREENFLEETMAGAZINE.COM MAY / JUNE 2011

VOL.1, NO. 1

ENCANA’S CNG FLEET p28 ● GM’S NEW LPG CUTAWAY VANS p30 ● ALL-NEW GREEN VEHICLE SHOWCASE p32

GRANTFUNDINGFUNDINGFOR CLEAN FOR CLEAN AIR VEHICLESAIR VEHICLES

HOW TO FINDHOW TO FIND

Calculate AFV Cost of Ownership

Refuse FleetsExpand CNG Use

Green Fleet ConferenceFollows ‘Green’ Theme

Cutting Costswith Propane Autogas

GRNFLT0511_cover.indd 991GRNFLT0511_cover.indd 991 3/25/11 2:52:54 PM3/25/11 2:52:54 PM

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fl eet.ford.com* Optional, available on select models. **EPA-estimated 17 city/25 hwy/20 combined mpg (Taurus SHO/MKS); 16 city/22 hwy/18 combined mpg (Flex/MKT), EcoBoost AWD.

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CONTENTS6 How to Find Available Money for Your FleetA record amount of grant and incentive funding for clean air vehicles is available, but fl eet

managers must be able to identify and successfully seek out these funding sources.

12 How Much Green Does It Take to Go Green? Preparing & Understanding AFV Lifecycle CostsBy comparing the TCO of diesel, E-85, CNG, hybrid, and electric vehicle options with

similar gasoline-fueled vehicles, fl eet managers can determine the total cost of integrating

alt-fuel vehicles into the fl eet.

16 How Infi nity Insurance Created a Green Fleet PolicyAn eff ective “fl eet-greening” policy requires planning and research. Fleet Operations

Supervisor Chuck Kukal describes the basic steps he used in developing a green fl eet policy

for Infi nity Insurance Company.

20 Natural Gas a Hit with Refuse FleetsReduced fuel prices, maintenance costs, and harmful emissions are just some reasons

refuse fl eets are increasing their compressed natural gas (CNG) vehicle purchases.

24 Green Fleet Conference Living Up to Its Name Conference attendees and exhibitors won’t be the only ones showing off their

environmentally friendly images at the 2011 Green Fleet Conference. Th e “green” theme

will be spread throughout the event.

26 Ferrellgas Cuts Costs Using Propane AutogasAlmost one-third of Ferrellgas’ nearly 4,000 vehicles are propane-powered. Th e units

are signifi cantly less costly to operate and generate 60-70 percent less smog-producing

hydrocarbons than their gasoline counterparts.

28 Encana to Convert Majority of Fleet to CNGEncana operates a fl eet of 700 vehicles in the U.S. Th e company is dovetailing its eff orts to

build new natural gas fueling stations with its process of converting its fl eet to CNG.

30 GM to Offer Single-Source LPG Option for Chevrolet & GMC Cutaway VansTh e automaker expects to ship the liquefi ed petroleum gas (LPG) cutaway vans by fourth

quarter 2011.

4 Industry News

32 Green Vehicle Showcase

38 Transit Showcase

40 Editorial

departments

16

30

6

GREEN FLEET ■ MAY / JUNE 20112

features

M A Y / J U N E 2 0 1 1 ● V O L U M E 1 ● N U M B E R 1

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CONTENTS

GRNFLT0511_toc.indd 3GRNFLT0511_toc.indd 3 3/25/11 2:58:32 PM3/25/11 2:58:32 PM

Frito-Lay Adds Propane to Fleet DALLAS – Frito-Lay has partnered with ROUSH CleanTech to develop

a liquid propane autogas (LPG) conversion system for Ford E-350 dual

rear-wheel cutaway chassis vehicles. According to Joe Gold, fl eet asset and

engineering manager at Frito-Lay North America, the company sees the potential to convert up

to 2,000 of Frito-Lay’s gasoline-powered vehicles to propane autogas across the U.S. within the

next several years.

Th e E-350 dual rear-wheel cutaway demonstration vehicle with this system will be based on

the Ford 5.4L, two-valve V-8 engine and planned for fi rst quarter 2011 production, according to

Frito-Lay and ROUSH.

When compared to the emissions baseline of typical gasoline vehicles, the system will cut

engine-out emissions for NOx by 50 percent and particulate matter by 25 percent. Each propane

autogas Ford E-350 vehicle is expected to displace almost 1,667 gallons of gasoline per year.

Annually, a fl eet of 1,225 vehicles would displace 2 million gallons of gasoline each year and 20

million gallons over a 10-year lifetime, according to ROUSH.

Minneapolis Implements Green Fleet Policy MINNEAPOLIS – On March 7, the Minneapolis City

Council approved a Green Fleet Policy more than a year

in the making. Th e policy aims to reduce and inventory

fl eet vehicle emissions, optimize fl eet size, and ensure

low-emission vehicle procurement.

John Scharffb illig, director of Fleet Services, and the

Fleet Services team wrote the policy. Th e City operates

about 2,000 units, about 1,300 of which are on-road

vehicles. Scharffb illig said about 550 units of the vehicle

fl eet already utilize some form of alternative fuel.

Th e policy states that the City will establish and

maintain a vehicle inventory list, which will be used for

greenhouse gas (GHG) reduction initiatives and emissions monitoring.

Th e policy is just the latest in Minneapolis’ green eff orts. From 2008 to 2010, the City lowered

fl eet fuel consumption by 6 percent, reduced the fl eet by 75 vehicles since 2008, purchased 324

alt-fuel vehicles since 2008, and switched many departments to a car sharing program for City

business.

More details on the Minneapolis Green Fleet Policy are available in the online Web Xclusive

story at www.gfl eet.com/magazine. Under the Magazine header, click on “Web Xclusive.”

Proposed Fuel Economy and GHG Standards to be Announced by SeptemberWASHINGTON – Th e U.S. Department of Transportation (DOT), the U.S. Environmental Protec-

tion Agency (EPA), and the State of California are working on a single timeframe, with a deadline

of Sept. 1, for proposing fuel economy and greenhouse gas (GHG) standards for 2017-2025

model-year cars and light-duty trucks.

According to the EPA, proposing the new standards on the same timeframe signals continued

collaboration that could lead to an extension of the current National Clean Car Program.

In April 2010, DOT and EPA established GHG emission and fuel economy standards for 2012-

2016 model-year light-duty cars and trucks. In fall 2010, California accepted compliance with

these federal GHG standards as meeting similar state standards adopted in 2004, resulting in the

fi rst coordinated national program.

Th e standards require these vehicles to meet an estimated combined average emissions level of

250 grams of carbon dioxide per mile in model-year 2016, which is equivalent to 35.5 miles per

gallon.

CHEYENNE, WY – The State of Wyoming has channeled $200,000 from the general fund to convert vehicles in the State’s Department of Transportation and Department of Administration and Information to run on natural gas. The State legislature passed House Bill 235, which directs State agency directors to change their fl eets to run on natural gas, or a combination of natural gas and another form of fuel, either via retrofi t or through purchasing new vehicles by July 1, 2012.

LOS ANGELES – Automobile Club of Southern California has re-ceived 20 smart fortwo electric drive cars as part of a research project it is conducting to test the utility and benefi ts of electric vehicles (EVs). Auto Club intends to test these vehicles in light-duty roadside, insur-ance, and consumer activities.According to the Auto Club, the smart fortwo EVs will be driven by employees in roadside assistance, automotive services and insur-ance claims fl eets, the Automotive Research Center, and publications and public affairs groups. It plans to publish results of this study in its Westways member magazine.Auto Club said it also plans to spon-sor a hydrogen vehicle fueling station at Cal State Los Angeles, which the company said will open in the spring.

WYOMING STATE FLEETS GET GREEN LIGHT TO IMPLEMENT NATURAL GAS

AUTO CLUB TESTING EVS

INDUSTRY NEWS


The City of Minneapolis currently operates 383 fl ex-fuel vehicles.

Auto Club is testing 20 smart fortwo EVs in its fl eet. It plans to publish the results.

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http://www.gfl

Daimler Trucks Builds 1,000th Hybrid-Electric VehicleMT. HOLLY, NC – Daimler Trucks North

America (DTNA) marked the produc-

tion of its 1,000th hybrid-electric vehicle

— a Freightliner Business Class M2 106

Hybrid truck — with a celebration at its

Mt. Holly, N.C. plant.

Th e Freightliner Business Class M2 106

Hybrid provides the same features of the

Freightliner Business Class M2, such as

improved visibility and maneuverability,

with the added effi ciency and environment-

friendly features of hybrid power. Th e

Business Class M2 106 Hybrid can also

be easily confi gured for a wide variety of

bodies for diff erent applications, such as

beverage, dump, government, landscape, towing, utility vehicles, and emergency.

In addition to the Business Class M2 106 Hybrid, Freightliner Custom Chassis Corporation

(FCCC), a subsidiary of DTNA, manufactures hybrid-electric vehicle (HEV) chassis, hydraulic

hybrid vehicle (HHV) chassis, and all-electric chassis for walk-in vans.

All DTNA hybrid products are equipped with EPA 2010-compliant engines utilizing selective

catalytic reduction (SCR) technology and the Eaton Hybrid Electric Drivetrain System, a parallel

hybrid system that enables the truck to operate using the diesel engine alone or in combination

with the hybrid-electric motor.

ROUSH Launches Ford F-450 & F-550 PropaneAutogas Fuel System INDIANAPOLIS – ROUSH CleanTech announced its newest liquid propane autogas product of-

fering at the 2011 National Truck Equipment Association’s Work Truck Show at the Indianapolis

Convention Center in March.

Th e new 6.8L V-10 propane autogas-powered Ford F-550 super duty chassis cab is designed to

suit a wide range of uses including dump, landscape, fl atbed, construction, waste, utility, freight,

and more. A prototype of the vehicle was on display at the show.

Th e propane autogas fuel system will be available for 2012 and later models of the Ford F-450

and F-550 truck series, and is expected to ship beginning in October. Th e system, equipped with a

5-speed automatic transmission, will work on all cab and wheelbase confi gurations, as well as 4x2

or 4x4 vehicles.

ROUSH CleanTech is still fi nal-

izing the details on tank capacity

and options. It plans to off er up to

three tank confi gurations for the

Ford F-450 and F-550 propane

autogas fuel system — an in-bed

tank and two under-bed tanks.

Th e fuel tank choices will be able

to be combined to conform to

various body confi gurations and to

meet the range requirements of

their customers, another fi rst for

ROUSH CleanTech.

INDUSTRY NEWS

MAY / JUNE 2011 ■ GREEN FLEET 5

Daimler Trucks North America (DTNA) marked the production of its 1,000th hybrid-electric vehicle with a celebration at its Mt. Holly, N.C. plant. The 1,000th vehicle — a Freightliner Business Class M2 106 Hybrid truck — is manufactured at the Mt. Holly location.

The propane autogas fuel system will be available for 2012 and later models of the Ford F-450 and F-550 truck series.

www.greenfl eetmagazine.com

Editor and PublisherEd Bobit

Vice PresidentGroup Publisher, Auto GroupSherb Brown

Editor and Associate PublisherMike 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 EditorsBob Cavalli, Al Cavalli

Production DirectorKelly Bracken

Production ManagerBrian Peach(310) 533-2548

Art DirectorArmie Bautista

Subscription Inquiries(888) [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

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http://www.greenfl

mailto:[email protected]





A record amount of grant and incentive funding for clean air vehicles is available, but fl eet managers must be able to identify and successfully seek out these funding sources.

With the surge of interest in green-

house gas emissions, carbon foot-

prints, and mitigating the environmen-

tal impacts of fl eet operations, the use of

alternative-fuel and advanced technolo-

gy vehicles, such as hybrid-electric (HEV)

and plug-in hybrid electric (PHEV), has

become much more prevalent. In fact, for

some fl eet operations (such as those falling

under EPAct regulations), the purchase of

alternative-fuel vehicles (AFVs) in specif-

ic percentages is mandated by the federal

government. Recent surveys have also con-

fi rmed that fl eets are voluntarily purchasing

clean air alternative fuel and advanced tech-

nology vehicles in record quantities.

Unfortunately, with very few exceptions,

such as fl ex-fuel vehicles (FFVs) capable

of operating on gasoline or E-85 ethanol,

alternative-fuel and advanced technolo-

gy vehicles require a larger capital outlay

to procure. Simply put, clean air vehicles

cost more than their gasoline-powered

counterparts.

Determining how to pay for these typi-

cally more expensive clean air vehicles has

also consistently been identifi ed as a grow-

ing concern for fl eet managers overseeing

cash-strapped fl eet operations. But there is

a silver lining contained within the current

economic cloud. Despite the fl oundering

economy and budget woes in general, a re-

cord amount of grant and incentive fund-

ing for clean air vehicles has also been made

available. For example, in 2009 the federal

Department of Energy (DOE) made near-

ly $300 million of American Reinvestment

and Recovery Act (ARRA) funding avail-

able through the Clean Cities program.

Th is single grant funding opportunity is

responsible for putting more than 9,000

alternative-fuel and energy-effi cient vehi-

cles on the road and establishing 542 refu-

eling stations across the country.

Become Familiar with the ProcessNow more than ever, it is essential for

fl eet managers to be able to identify and

successfully seek out all available funding

sources for vehicle acquisitions. It can be

challenging to remain abreast of

all current clean air vehicle grant

funding opportunities, but with

a little eff ort and some networking,

the undertaking may be greatly simplifi ed.

Th e objective is to become aware of emerg-

ing grant funding opportunities early in the

process in order to have time to produce a

quality proposal. A good strategy is to fo-

cus only on those grants that will defi nitely

benefi t your organization and also off er a

reasonable opportunity for success. In or-

der to do all of this effi ciently, fl eet man-

agers must become familiar with grants

in general.

Th ere are two main types of grant fund-

ing awarded: competitive and formulaic. A

competitive grant is a grant for which mul-

tiple applications are solicited, which then

compete against each other for award. Typ-

ically, competitive grants will have specif-

ic criteria that allow proposals to be com-

pared to each other and evaluated in order

to select the most qualifi ed application(s)

for the award.

Formulaic grants, also known as block

grants, are not competitively evaluated but

are distributed proportionally amongst ap-

plicants based upon an established formu-

How to FindAvailable Money Available Money for Your Fleetfor Your Fleet

A number of funding opportunities are

available for fl eets seeking to add clean

vehicles to their operations. A few sourc-

es include:

● Federal grant funding through

agencies such as the U.S. Department

of Energy, U.S. Department of

Transportation, and the Environmental

Protection Agency.

● State grant funding through State

Energy Offi ces.

● Local grant funding through

Metropolitan Planning Organizations

and Pollution Control Districts.

By Richard Battersby

AT A GLANCE PH

OTO

: ©IS

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OTO

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la or criteria. Under a

formulaic grant pro-

gram, all qualifi ed

applicants receive

a percentage of the

total award. A com-

monly used criterion for award

of formulaic grants is popu-

lation size.

Fleets have historically con-

centrated on applying for compet-

itive grants, but there has been a trend

lately of fl eets accessing formulaic/block

grant funds awarded to their community.

While the lion’s share of fl eet grant fund-

ing will be provided through competitive

grants, a savvy fl eet manager will also learn

about any formulaic/block grants coming

into their organization to be ready when

opportunities arise to take advantage of

them. Th is article will focus on competi-

tive grant funding sources.

Finding FundsTh ere are three main categories of funding

sources for clean air and advanced technol-

ogy vehicles: federal, state, and local.

Federal Grant Funding. When it comes

to grant opportunities, the federal govern-

ment is by far and away the largest and most

consistent source of funding. Th is holds true

for alternative-fuel and advanced technol-

ogy vehicles, fuel, and infrastructure proj-

ects. Many federal agencies off er funding

opportunities, but the majority of funding

for clean air vehicle and transportation re-

lated projects comes from a handful of fed-

eral agencies.

Th e Department of Energy (DOE), De-

partment of Transportation (DOT), Envi-

ronmental Protection Agency (EPA), and

United States Department of Agriculture

(USDA) all off er ongoing funding oppor-

tunities for clean air vehicle and transpor-

tation projects. Each of these agencies has

information on their clean air vehicle fund-

ing opportunities available on their respec-

tive Web pages.

DOE (www.energy.gov): Provides clean

air vehicle and fuels grants from programs

and offi ces such as Clean Cities, Vehicle

Technologies Program, State Energy Pro-

gram, Energy Effi ciency and Conservation

Block Grant Program, etc.

DOT (www.dot.gov): Provides grant

funding for lowering vehicle emissions and

reducing greenhouse gas emissions through

programs and offi ces such as the Federal

Transit Administration (FTA), the Federal

Highway Administration (FHWA), and the

Transportation, Community, and System

Preservation Program (TCSP). Of partic-

ular note is the Congestion Mitigation and

Air Quality Improvement (CMAQ) pro-

gram administered by the FTA and FHWA

through state DOTs and Metropolitan Trans-

portation Organizations (MPO).

EPA (www.epa.gov): Provides clean air

vehicle grant funding through its National

Clean Diesel Campaign and Diesel Emis-

sions Reduction Act (DERA) programs.

Th ese are typically oriented toward heavy-

duty and off -road diesel equipment proj-

ects. Th e EPA also provides innovative fi -

nancing options to fl eet customers through

its SmartWay Clean Diesel Finance pro-

gram. Th e EPA may have additional fund-

ing and incentive options at the state or re-

gional level.

USDA (www.usda.gov): While not his-

torically considered a source of vehicle or

transportation funding, the USDA has re-

cently become a consistent source of cer-

tain types of clean air vehicle and fuel grant

funding. Th e USDA provides funding op-

portunities for agriculture-related trans-

portation projects such as those involving

biofuels. Biofuels include ethanol, biodie-

sel, and biogas, including biomethane. Bi-

omethane is natural gas derived from organic

sources such as cow manure or decompos-

ing landfi ll waste materials.

State Grant Funding. Th e federal govern-

ment may reign supreme as the champion

source for clean air vehicle grant funding,

but many states have developed aggressive

grant funding programs over the past few

years. While each state has diff erent grant

funding sources, the designated State En-

ergy Offi ce (SEO) is typically the largest

clean air vehicle grant funding source in

each state. To make it easy to identify each

state’s SEO, the National Association of

State Energy Offi cials (NASEO) publishes

a directory of State Energy Offi ces online.

Th e federal DOE’s Alternative Fuels and

Advanced Vehicles Data Center (AFDC)

also publishes a Web-based map that allows

users to click on any state in the country

to get information on alternative and clean

air vehicle incentives and funding sources.

Th ere is a multitude of state-level funding

programs for clean air vehicle and transpor-

tation projects, but visiting these two web-

sites will provide the starting points for any

fl eet manager interested state- level fund-

ing programs. (See sidebar “Locate Infor-

mation on the Web” on page 12 for links

to websites mentioned.)

Keep in mind some states may have for-

mal incentive and funding programs es-

tablished in addition to the SEO. An ex-

ample is found in the State of California,

where the Energy Commission is the des-

ignated SEO, but the Air Resources Board

is also an established and consistent source

of clean air and advanced technology ve-

hicle funding.

And fi nally, at the state level there may

also be additional EPA funding activity from

individual EPA regions. Beyond the nation-

wide EPA clean vehicle funding programs,

EPA off ers regional and targeted funding

opportunities through its 10 regional of-

fi ces. Th e best bet to ensure that no fund-

ing opportunities are missed is to monitor

EPA funding opportunities through your

local EPA region.

Local Grant Funding. Local grant fund-

ing sources typically off er the widest vari-

ety of funding opportunities and normally

enjoy streamlined application and review

processes when compared to the state and

federal funding programs. Local agen-

cies usually off er less complex and more

straightforward reporting requirements.

Consequently, many fl eets choose to apply

Available Money for Your Fleet


http://www.energy.gov):

http://www.dot.gov):

http://www.epa.gov):

http://www.usda.gov):

for clean air vehicle funding only from lo-

cal agencies. Th is makes sense from a prac-

tical standpoint because the local agency

staff tends to live and work in your com-

munity and can be more inclined to sup-

port and fund your projects. However, each

locality will have varying numbers of grant

funding sources, and the funding may be

made available at much smaller levels than

from state or federal sources.

Th e two primary clean air vehicle and

transportation project funding sources at

the local level are Metropolitan Planning

Organizations (MPO) and Pollution Con-

trol Districts. MPOs are federally mandated

transportation policy-making organizations.

MPOs will be found in any urbanized area

with a population base greater than 50,000

residents. Federal funding for transporta-

tion projects and programs are channeled

through these organizations to the local area.

An easy way to identify an MPO is to visit

the website directory published by the As-

sociation of Metropolitan Planning Orga-

nizations (AMPO). At the AMPO website,

each state’s respective MPO is identifi ed,

neatly organized, and contact information

is provided. (See “Locate Information on

the Web” sidebar.)

In addition to falling under the jurisdic-

tion of an MPO, many localities will also

have a designated Pollution Control entity.

Th e names range widely, from titles such

as Pollution Control Agency, Air Pollution

District, or even Air Quality Management

District, but the intent and purpose are sim-

ilar. Th ese local Pollution Control entities

are consistent sources of clean air vehicle

funding. Th e best way to identify your lo-

cal Pollution Control authority is to do an

Internet search or query state level agen-

cies. For example, in California, the Air

Resources Board maintains a local air dis-

trict directory that identifi es the various Air

Quality Management Districts and Pollu-

tion Control Districts and the territories

for which they are responsible.

Additional Funding Sources. In addi-

tion to the standard federal, state, and lo-

cal funding sources, clean air vehicle and

transportation projects may also be eligi-

ble for funding from other less tradition-

al sources such as corporate philanthropic

initiatives, and entities dealing in carbon/

pollution off sets.

Meaning literally “as near as possible,”

cy-pres grant funding is becoming more

prevalent these days. Th ese funds are de-

rived from legal settlements such as class

action lawsuits where it may not be feasible

or practical to distribute the settlements to

the class members. Cy-pres funding made

available for clean air projects typically comes

from cases where a party has been found li-

able for damages to the environment, such

as an oil or chemical spill. Beyond the dam-

COVER STORY


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

The U.S. Department of Energy (DOE) provides clean air vehicle and fuel grants through programs such as Clean Cities, created by the DOE in 1994 to assist fl eets and other interested parties in reducing, replacing, and eliminating petroleum consumption at the local level. More than 90 Clean Cities Coalitions exist nationwide, ready to provide assistance on possible funding opportunities.

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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 AMGRNFLT0511_grants.indd 9GRNFLT0511_grants.indd 9 3/25/11 3:05:21 PM3/25/11 3:05:21 PM


ages caused to those directly aff ected by the

actual act, the government sometimes also

recovers punitive damages from the plain-

tiff . Th e punitive damage award may then

be made available for projects that can help

off set damage to the environment. Th ese

are the most diffi cult types of grants to be-

come aware of because the source and fre-

quency cannot be predicted.

Many corporations and private parties

are interested in preserving the environ-

ment and may also off er funding for clean

air vehicle projects. Th ese sources are typ-

ically very interested in maintaining and

promoting their image as “good” corpo-

rate citizens. You may be surprised at the

scope and magnitude of funding available

from these sources. Some examples of re-

cent corporate clean air vehicle philanthrop-

ic opportunities include AAA’s Greenlight

Initiative and Google’s RechargeIT and

Google.org programs.

While not yet mainstream, a growing in-

dustry of businesses sell carbon and pol-

lution off sets to fl eets and consumers. Th e

business model is built around the concept

that organizations or individuals desiring

to reduce their carbon impact on the envi-

ronment may purchase off sets to cancel out

their carbon use. Th e money used to pur-

chase these off sets is then made available

to fund carbon reduction projects. While

fl eet-specifi c projects have not yet become

commonplace under this practice, it is def-

initely a burgeoning industry with unlimit-

ed growth opportunities. It would be wise

to monitor fast-moving companies in this

industry such as TerraPass and Carbon-

fund.org to see if and when opportunities

for funding of clean air vehicle and fuels

projects develop in your area.

Stay InformedAs discussed, several types of grant fund-

ing are available from a multitude of dif-

ferent sources. Remaining apprised of and

informed on clean air vehicle funding op-

portunities can be intimidating and con-

fusing to even the most experienced fl eet

manager due to the dizzying array of fund-

ing sources. However, simple techniques can

be employed to stay informed of 90 percent

of the grant opportunities out there.

By connecting with just a handful of

organizations, a fl eet manager can avoid

having to identify and monitor each of the

individual organizations off ering specifi c

clean air vehicle funding and incentives. In

fact, with a small amount of participation

and signing up for e-mail notifi cations,

electronic newsletters, and RSS feeds to

some of the organizations discussed, it is

possible to have notices of the vast majority

of funding opportunities conveniently

delivered via e-mail.

Th e federal DOE is well aware of the

challenges faced by fl eets seeking to explore

alternative-fuel and advanced technology

vehicle options. To assist fl eets and other in-

terested parties in reducing, replacing, and

eliminating petroleum consumption at the

local level, DOE created the Clean Cities

program in 1994. Th is organization is di-

rectly in the forefront of the alternative fuel

and advanced technology industry. With

more than 90 coalitions nationwide, there

COVER STORY


LOCATE INFORMATION ON THE WEBAn abundance of resources for fi nding available grants and funding is available on-

line. The following are just a few websites to explore:

● Alternative Fuels and Advanced Vehicles Data Center (State Incentives and Laws): www.afdc.energy.gov/afdc/laws/state

● Association of Metropolitan Planning Organizations (MPO Directory): www.ampo.org/directory

● Bureau of Transportation Statistics: www.bts.gov/external_links/ government/metropolitan_planning_organizations.html

● Clean Cities Coalitions: www1.eere.energy.gov/cleancities/coalitions.html

● Federal Business Opportunities: www.fbo.gov

● Grants.gov: www.grants.gov

● National Association of State Energy Offi cials: www.naseo.org/ members/states

● Recovery.gov: www.recovery.gov/Opportunities/Pages/Grants.aspx

● U.S. Department of Energy (Funding Opportunities): www.energy.gov/ recovery/funding.htm

The Environmental Protection Agency (www.epa.gov) offers regional and targeted funding op-portunities through its 10 regional offi ces. The best bet to ensure no funding opportunities are missed is to monitor EPA funding opportunities through your local EPA region.

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http://www.afdc.energy.gov/afdc/laws/state

http://www.ampo.org/directory

http://www.bts.gov/external_links/

http://www.fbo.gov

http://www.grants.gov

http://www.naseo.org/

http://www.recovery.gov/Opportunities/Pages/Grants.aspx

http://www.energy.gov/

http://www.epa.gov

is likely a local Clean Cities Coalition near-

by that may be tapped for assistance. Clean

Cities provides updated information of ve-

hicle, fuel, and infrastructure options as well

as any possible funding opportunities that

may become available. Most Coalitions off er

an e-mail subscription service. Some Co-

alitions, such as the East Bay Clean Cities

Coalition, have detailed clean air vehicle

funding Web pages. Th is particular coali-

tion separately identifi es each federal, state,

and local funding source available in its re-

gion and makes this information available

in a single location.

Each agency typically publishes advance

notice of upcoming funding opportunities

and also posts the solicitations on their re-

spective websites. Most grant-providing

agencies also conduct grant workshops

or webinars designed to inform interested

parties and potential applicants about the

grant opportunity and also to assist with

preparation of proposals where permis-

sible. If a grant-providing agency holds a

workshop or seminar, rest assured it will be

the best source of information available on

that particular grant. It is also important to

become familiar with the specifi c staff re-

sponsible for the incentive programs with-

in these organizations as these individuals

will have some of the most pertinent and

current information on the grants and in-

centives available. It is helpful to develop

these local agency contacts not just as re-

sources for questions related to their spe-

cifi c proposals, but also for assistance with

larger issues such as identifying likely part-

ners for joint proposals, providing support-

ing data for proposals, or even reviewing

a proposal that is being submitted to an-

other agency.

With numerous alternative-fuel vehi-

cles and fuels, as well as hybrid, plug-in hy-

brid, and other advanced technology clean

air vehicles on the market today, a corre-

lating funding source is bound to exist or

be in the works. While the grant funding

or incentives may not completely off set the

entire incremental cost versus purchasing

a standard vehicle, the sting of purchas-

ing higher-priced clean air vehicles may

be alleviated by pursuing grant funding

and incentives.

Th e numerous types and sources of clean

air vehicle grant funding can at fi rst seem in-

timidating or bewildering, but rest assured

there is plenty of advice and guidance out

there to assist fl eet managers through the

purchase of new and unfamiliar technol-

ogy. Th e guidelines presented here should

provide the basic resources needed to get

any fl eet manager started down the path

toward submitting a winning clean air ve-

hicle grant proposal.

About the AuthorRichard Battersby is di-rector of fl eet services at the University of Cal-ifornia Davis. He can be reached at [email protected].

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By comparing the TCO of diesel, E-85, CNG, hybrid, and electric vehicle options with similar gasoline-fueled vehicles, fl eet managers can determine the total cost of integrat-ing alt-fuel vehicles into the fl eet.

Whether it’s due to concern for the

environment, America’s reliance

on foreign oil, corporate mandates, or any

other reason, it is important for those in the

fl eet industry to understand and consider

alternative-fuel vehicles (AFVs) as a poten-

tial fl eet vehicle. As with any business deci-

sion, the fi nancial impact needs to be part

of the decision process. To help with that

process, Vincentric evaluated the lifecycle

costs of the more commonly used alt-fuel

choices, including E-85 (85- percent etha-

nol, 15-percent gasoline), hybrid, diesel,

compressed natural gas (CNG), and main-

stream electric vehicles. Th ese were eval-

uated with a comparable set of gasoline-

powered vehicles. All comparisons assume

20,000 miles per year over three years. Th e

results may be surprising.

E-85 May Mean Higher Fuel Costs

E-85 has been an available alternative

for those concerned about America’s de-

pendence on foreign oil. It is produced do-

mestically from corn and other crops. An

additional advantage is the reduced amount

of greenhouse gas emissions it produces

compared to conventional fuels. Recent

pricing for E-85 across the U.S. was $2.80

per gallon versus the cost of regular grade

gasoline of $3.427 per gallon.

E-85, however, is not without its disad-

vantages. A key drawback to E-85 is that

ethanol contains less energy per volume

than gasoline, resulting in reduced fuel

economy for fl exible fuel vehicles com-

pared to their gasoline counterparts. In

addition, some are concerned that use of a

How Much Green Does It Take to Go Green?Preparing & Understanding AFV Lifecycle Costs

A look at total lifecycle cost for various

alternative-fuel vehicles fi nds:

● E-85 vehicles may have higher

lifecycle cost due to higher fuel prices.

● With a middling TCO, a hybrid vehicle

may be ideal for some fl eet applications.

● Despite the higher cost of diesel fuel,

a comparison of vehicles show diesel

results in lower lifecycle cost.

● CNG has higher TCO even factoring in

lower fuel costs and tax incentives.

● A large federal tax credit lowers the

TCO of an electric vehicle.

By David Wurster

E-85 VERSUS GASOLINE (CHEVROLET SILVERADO)Vehicle Description 2011 Chevrolet Silverado 1500 LS (Crew Cab 2WD)Engine 4.8L V-8 SFI 16-valve Flex Vortec VVT OHV (L20)MPG City/Hwy 14/19 10/14Fuel Type Regular E-85Vincentric Fleet Price $26,729 $26,729Depreciation $12,304 $12,304Fees and Taxes $1,882 $1,882Finance $2,977 $2,977Fuel $13,630 $17,035Insurance $3,398 $3,398Maintenance $1,637 $1,637Opportunity Costs $305 $332Repairs $817 $817Total Cost of Ownership $36,950 $40,382C

ha

rt 1

The Chevrolet Silverado’s fuel costs were signifi cantly higher when running on E-85 versus running on gasoline (nearly $4,000 over three years). Although E-85 fueling costs are lower, re-duced fuel economy led to higher fuel costs.

PHOTO: ©ISTOCKPHOTO.COM/TPOPOVA

AT A GLANCE

GRNFLT0511_lifecycle.indd 12GRNFLT0511_lifecycle.indd 12 3/25/11 2:13:12 PM3/25/11 2:13:12 PM


food source as fuel is not appropriate.

In the comparison in Chart 1, the 2011

Chevrolet Silverado’s fuel costs were sig-

nifi cantly higher when running on E-85

versus running on gasoline, resulting in

an overall lifecycle cost that was about 10

percent higher for the E-85 vehicle.

Hybrid TCO Hovers in the Middle

Th e top-selling hybrid vehicle in the

U.S., the Toyota Prius, has been sold in this

country since 2000. By most accounts, if its

form and function meet the needs of the

fl eet, it’s an excellent vehicle. At 51 miles

per gallon, it has impressive fuel economy.

However, as fl eet managers know, fuel is

only one component of total cost of own-

ership (TCO). Whether or not the hybrid

is a better fi nancial choice depends large-

ly on what it is compared to. Keeping this

comparison in the Toyota family, Chart 2

looks at lifecycle costs for the Prius versus

both the Corolla and Camry.

In spite of having a Vincentric fl eet price

more than $6,000 greater than the Corol-

la, the TCO for the Prius is only $1,700

greater. Although its superior fuel econo-

my helped close the TCO gap, the Corol-

la still has 7-percent TCO advantage over

the Prius. On the other hand, in compar-

ing the Prius with the Camry, it is shown

that in spite of the Prius having a higher

acquisition price, its TCO is actually 7 per-

cent less than the Camry.

Although Toyota, Lexus, Honda, and

Ford hybrids no longer receive tax cred-

it, hybrid customers can still receive tax

credits for purchasing hybrids from other

brands. Oft entimes, these credits can help

make the hybrid a fi nancial winner.

More Expensive Diesel Fuel Still Results in Lower Vehicle TCO

Clean diesels have been gaining popu-

larity among some consumers thanks to

off erings from Audi, BMW, Volkswagen,

and Mercedes-Benz. Additionally, the U.S.

government has been helping this market

segment by providing generous tax cred-

its to diesel buyers.

The new clean diesels have much to

offer: They hold their value better than

gas vehicles, have good track records for

durability, and burn cleaner than pre-

vious generation diesels. When these

benefits are combined with tax credits,

we’d expect their popularity to soar, but

at this point, that would be an overstate-

ment. The major obstacles are incorrect

perceptions of clean diesels as dirty and

foul-smelling, and more importantly,

the price of diesel fuel in the U.S. Recent

prices peg diesel fuel at $3.776 per gal-

lon versus $3.427 per gallon for regular

grade gasoline. However, the key is to

identify the difference in overall lifecy-

cle cost of diesel compared to a similar

non-diesel vehicle. (See Chart 3.)

In spite of a higher Vincentric fleet

price, the Mercedes-Benz E350 die-

sel vehicle has a 10-percent lower TCO

than the gasoline-powered E350. This

is primarily due to the stronger residu-

al values for the E350 diesel, resulting

in lower depreciation, better fuel econ-

omy that offsets the higher-priced die-

sel fuel, and a $1,550 tax credit from the

federal government.

CNG Has Higher TCO Despite Lower Fuel Costs & Tax Incentives

CNG is an attractive alternative fuel

because it is abundant in the U.S. and

generates fewer air pollutants and green-

house gases than gasoline. Th erefore, it

has the benefi t of reducing U.S. oil im-

ports, and it is environmentally friendlier

than gasoline.

HYBRID VERSUS GASOLINE (TOYOTA MODELS)

Vehicle Description2011 Toyota Prius II

(4D Hatchback)2011 Toyota Corolla

LE (4D Sedan)2011 Toyota Camry LE

(4D Sedan)

Engine

1.8L Inline 4-cyl EFI DOHC 16-valve

Hybrid ETCS-i VVT-i (2ZR-FXE)

1.8L Inline 4-cyl EFI DOHC

16-valve Dual VVT-i

2.5L Inline 4-cyl EFI DOHC 16-valve

Dual VVT-i

MPG City/Hwy 51/48 26/34 22/32Fuel Type Gas Gas GasVincentric Fleet Price $22,127 $15,793 $20,386 Depreciation $11,827 $8,793 $10,986Fees and Taxes $1,538 $1,144 $1,434Finance $2,465 $1,759 $2,271Fuel $3,938 $6,716 $7,629Insurance $3,361 $3,331 $3,070Maintenance $1,816 $1,449 $1,504Opportunity Costs $184 $182 $209Repairs $720 $720 $720Total Cost of Ownership $25,849 $24,094 $27,823C

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DIESEL VERSUS GASOLINE (MERCEDES-BENZ 350)

Vehicle Description2011 Mercedes-Benz E Class

E350 (4D Luxury Sedan)2011 Mercedes-Benz E Class

Diesel E350 (4D Luxury Sedan CDI)

Engine3.5L V-6 SFI DOHC 24-valve

Naturally Aspirated

3.0L V-6 Direct injection DOHC 24-valve Turbocharged

Intercooled DieselMPG City/Hwy 17/24 24/33Fuel Type Gas DieselVincentric Fleet Price $44,817 $46,212 Depreciation $21,617 $20,612Fees and Taxes $2,964 $1,500Finance $4,992 $5,147Fuel $10,894 $7,941Insurance $4,650 $4,662Maintenance $3,973 $3,973Opportunity Costs $383 $359Repairs $552 $599Total Cost of Ownership $50,025 $44,793C

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The total cost of ownership (TCO) for a Toyota Prius hybrid is less than that of the Camry, but the Corolla’s lower acquisition cost caused it to have the lowest TCO of the three vehicles.

Despite a higher purchase cost, the Mercedes-Benz 350 diesel vehicle has a 10-percent lower total cost of ownership than the gasoline-powered 350.


GRN0511gps_insight.indd 1 3/23/11 2:52:28 PM

higher. Much of the diff erence is made

up in its lower fuel expense, as CNG,

at $1.93 per gasoline gallon equivalent

(GGE), is a less expensive fuel than gas-

oline. Additionally, the Civic GX ben-

efi ts from a large $4,000 tax credit. In

spite of this, the gasoline-powered Civic

LX still has a 7-percent lower TCO than

the Civic GX.

Tax Credit Lowers Electric Vehicle TCO

Th e Chevrolet Volt and other electric-

powered vehicles have generated more in-

terest in alternative-fuel vehicles than this

industry has seen in a long time. As has

been well documented, the Volt extends

its range with a gas-powered generator

providing the advantages of a pure elec-

tric vehicle while eliminating the “range

anxiety” drivers may feel with pure elec-

tric vehicles. A comparison of the Volt’s

lifecycle cost with the Chevrolet Mali-

bu found some surprising results (See

Chart 5).

Th e Vincentric Fleet Price for the Volt

is nearly double that of the Malibu; how-

ever, its TCO is actually lower than the

Malibu. Th ese savings are primarily due

to a $7,500 tax credit off ered by the U.S.

government and tremendous savings in

fuel costs. Another notable factor asso-

ciated with the Volt is the potential desire

to purchase a charging station. Th e charg-

ing station can dramatically speed up the

charging process for electric vehicles, but

it comes at an additional cost for the unit

and installation, which would also need

to be included in a vehicle’s total lifecy-

cle cost analysis.

AFV Options Will IncreaseTh ere is no shortage of choices in to-

day’s market for alternative-fuel vehicles,

and in the coming years, the choices will

become even greater. Most major manu-

facturers have electrifi ed vehicles in their

product pipeline and are testing other al-

ternatives. By performing a lifecycle cost

analysis on these current and future ve-

hicles, fl eet managers will understand the

expected cost impact of these AFVs and

can then determine if the environmen-

tal benefi ts, public relations benefi ts, and

other factors warrant the price diff eren-

tial for an AFV.

Th e main consideration of any fl eet

manager is to obtain the right vehicle for

right application. Aft er all, a high mileage,

low emissions vehicle that doesn’t get the

job done is seldom — if ever — a good in-

vestment.

About the AuthorDavid Wurster is the president of Vincentric LLC, an automotive data compilation and analysis fi rm. He can be reached at [email protected].

AFV LIFECYCLE


Th e downside is that the vehicle’s CNG

storage tank takes up a considerable amount

of room, reducing the cargo and cabin

space oft en important to fl eet buyers. Ad-

ditionally, with only about 900 CNG fi lling

stations across the country, it’s not always

convenient to fuel these vehicles.

What is the fi nancial impact of the

choice to move to CNG? Th e data in Chart

4 looks at the only mass-produced CNG

passenger vehicle, the Honda Civic GX,

and compares it to the gas-powered Hon-

da Civic LX.

Although the CNG vehicle starts out

with one strike against it due to a Vin-

centric fl eet price about $7,000 higher

than the Civic LX, its TCO is only $2,000

CNG VERSUS GASOLINE (HONDA CIVIC)

Vehicle Description2010 Honda Civic LX

(4D Sedan)2010 Honda Civic CNG GX

(4D Sedan)Engine 1.8L Inline 4-cyl MPI SOHC

16-valve i-VTEC1.8L Inline 4-cyl MFI SOHC

16-valve CNG i-VTECMPG City/Hwy 25 24Fuel Type Gas CNGVincentric Fleet Price $17,041 $24,323 Depreciation $9,991 $16,623Fees and Taxes $1,220 ($2,330)Finance $1,899 $2,709Fuel $6,738 $4,315Insurance $3,241 $3,842Maintenance $1,558 $1,426Opportunity Costs $189 $203Repairs $720 $727Total Cost of Ownership $25,556 $27,515C

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ELECTRIC VERSUS GASOLINE (CHEVROLET MODELS)

Vehicle Description2011 Chevrolet Volt

(4D Hatchback)2011 Chevrolet Malibu LT

(4D Sedan)

Engine 1.0L2.4L Inline 4-cyl MFI DOHC

16-valve ECOTEC VVT (LE5)

MPG City/Hwy Electric 95/90 Gasoline 35/40

22/33

Fuel Type Gas/Electric GasVincentric Fleet Price $39,388 $21,443 Depreciation $21,838 $12,943 Fees and Taxes -$4,895 $1,497 Finance $4,387 $2,388 Fuel $2,076 $7,546 Insurance $3,450 $3,452Maintenance $1,893 $1,831 Opportunity Costs $242 $220 Repairs $720 $762Total Cost of Ownership $29,712 $30,639Cost Per Mile $0.4952 $0.5107C

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The Honda Civic GX, which runs on CNG, has about a $2,000 higher total operating cost than the gasoline-powered Civic LX, mostly due to its much higher acquisition cost.

While the acquisition cost of a Chevrolet Volt is nearly double that of the Chevrolet Malibu, its TCO is shown to be lower (without considering possible charging station costs).


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GRN0511gps_insight.indd 1 3/23/11 2:52:28 PMGRNFLT0511_lifecycle.indd 15GRNFLT0511_lifecycle.indd 15 3/25/11 2:13:16 PM3/25/11 2:13:16 PM

http://www.gpsinsight.com/green-fleet


An effective “fl eet-greening” policy requires planning and research. Fleet Opera-tions Supervisor Chuck Kukal describes the basic steps he used in developing a green fl eet policy for Infi nity Insur-ance Company.

Like all successful fl eet policies, devel-

oping an eff ective green fl eet policy

requires planning, analysis, communica-

tion, implementation, and evaluation. A

critical understanding is that a “one-size-

fi ts-all” approach to greening a fl eet is not

the best fi t for most. A green fl eet policy

is as individual as the company fl eet, cus-

tomized to corporate needs, functions,

and culture.

Five years ago, Chuck Kukal

built a green fl eet policy for In-

fi nity Insurance Company. Kukal,

fl eet operations supervisor for the

Birmingham, Ala.-based compa-

ny, created a workable and eff ec-

tive policy to green the company’s

fl eet in fi ve basic steps.

Integrating with Corporate Goals

Th e Infi nity Insurance fl eet totals 427

vehicles, primarily Jeep Compass models

provided to the company’s adjustors, busi-

ness development and marketing person-

nel, and special investigative units.

Kukal emphasized the fl eet’s green

policy “must be seen in the light of

its overall Corporate Green Initia-

tives.” Th e green fl eet policy does

not stand alone, but is an important

factor in a corporate culture of en-

vironmental responsibility and sus-

tainability established in 2006 and

backed by top executive support and

endorsement.

Infi nity’s Corporate Green Initiatives

include a comprehensive recycling pro-

gram in which employees recycle paper,

plastic, cardboard, aluminum cans, cell

phones, and toner cartridges at all com-

pany locations.

Electricity-consuming lighting is di-

minished with reduced lighting wattag-

es and motion switches in Infi nity offi ces.

Many company processes are now paper-

less, and its new 35,000-square-foot call

center in McAllen, Texas, with 236 em-

ployees, is fully LEED certifi ed.

“We actively partner with vendors in

our purchasing department who off er re-

cycled products and also have corporate

goals that incorporate environmentally

friendly initiatives,” noted Kukal.

Within this overall corporate commitment

to sustainability, Kukal took the following

steps to develop a green fl eet policy.

1 CREATE A GREEN FLEET MISSION STATEMENT

Develop a fl eet mission statement that

recognizes the need to implement policy

and action toward achieving corporate

green goals and initiatives.

Th e Infi nity Insurance fl eet mission state-

ment declares, “Recognizing its global re-

sponsibility, Infi nity Insurance Company

is always seeking better ways of conserv-

ing our natural resources and improving

Created a Green Fleet Policy

Developing a green fl eet policy includes the following steps:

● Create a green fl eet mission statement.

● Develop tactics to achieve goals.

● Quantify goals.

● Communicate.

● Record progress and evaluate

By Cindy Brauer

KUKAL

The Infi nity Insurance fl eet totals 427 vehicles, primarily Jeep Compass models provided to the company’s adjustors, business development and marketing personnel, and special investiga-tive units. A green fl eet policy has been in place for the past fi ve years.

AT A GLANCE

How Infinity Insurance

GRNFLT0511_policy.indd 16GRNFLT0511_policy.indd 16 3/25/11 2:13:45 PM3/25/11 2:13:45 PM


Your top resource for alternative fuel trends, green

technology innovations, environmental regulation

updates, and fuel effi ciency best practices.

Go towww.GreenFleetMagazine.com

and subscribe today!

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The trusted expertsin NGV and fueling infrastructure technology, marketanalysis, programimplementation, tax incentives and regulatory guidance.

Advocating the increasing use of NGVs where they benefit most. For the economy. For the environment. For health. For security. For America

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S T. C L A I R , M O / H E M E T, C A / T E M P L E , T X / S H R E V E P O R T, L A

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Å S 96 USR Transverse Service Body with Retractable Roof

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GRN0511steelweld.indd 1 3/23/11 3:06:50 PMGRNFLT0511_policy.indd 17GRNFLT0511_policy.indd 17 3/25/11 2:13:48 PM3/25/11 2:13:48 PM

mailto:877-374-5559%ED%AF%80%ED%B0%80%ED%AF%80%ED%B1%B3%ED%AF%80%ED%B0%[email protected]

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POLICY


our environment by reducing the green-

house gasses of our fl eet.”

Th e statement continues, “Our priori-

ty has been to provide a vehicle that will

not only accomplish our corporate goals,

but also provide a vehicle that gets better

miles per gallon.”

2 DEVELOP TACTICS TO ACHIEVE GOALS

To achieve policy-stated goals, iden-

tify and implement a broad array of tac-

tics, such as:

● Review the vehicle selector to

carefully match vehicle model

and size to function.

● Choose an EPA SmartWay-

certifi ed vehicle.

● Whenever possible, select four-

cylinder versus six-cylinder

vehicles.

● Research fuel type, considering

alternative fuels, such as propane,

natural gas, or biodiesel.

● Determine the feasibility of

utilizing pool cars.

● Investigate the value of telematics to

reduce fuel consumption and idle

time, and improve driver behavior.

Infi nity Insurance employs Donlen’s

GreenDriver program to train

employees in smart driving skills.

● Recognize and reward drivers with

accident-free records and those who

have completed driver training

programs.

● Consider carbon off sets. Infi nity

Insurance has partnered with the

Environmental Defense Fund and

CarbonFund.org to purchase off set

credits in renewable and energy-

saving projects to render its fl eet

climate-neutral.

3 QUANTIFY Calculate fl eet greenhouse gas (GHG)

emissions. With a baseline measure, emis-

sions can be managed. Attainable GHG-

reduction goals and eff ective strategies can

be determined and implemented.

4 COMMUNICATEDeploy all available resources to pub-

licize, internally and externally, the green

fl eet policy, its goals, and implementation.

Use the corporate website and Intranet, blog

announcements, newsletters, and commu-

nity activities to heighten awareness and

spread the word. For example, the back of

each Infi nity Insurance Jeep Compass dis-

plays a “Climate Neutral” sticker.

Whenever appropriate in these materials,

highlight all green initiative partnerships.

5 RECORD PROGRESS AND EVALUATEBenchmarking progress also helps achieve

green fl eet policy goals. Keep statistics and

data on GHG reductions, improved mpgs,

recycling amounts, and green initiative

results. Tracking progress can pinpoint

areas that need refi ning or updating.

Keeping Efforts TransparentKukal noted, “Transparency is the ‘buzz-

word,’ and everyone from stakeholders, in-

vestors, the EPA, and vendors want to know

what you are doing in your company and

with your fl eet to be green.”

Th e Infi nity Insurance green fl eet poli-

cy has produced signifi cant results. Since

2006, fl eet mpg has increased from 16 to

more than 23, Kukal reported. GHG are re-

duced from 5,223 metric tons to 2,223 due

to lower fuel use and better fuel mileage.

Fuel consumption has dropped by 115,033

gallons, saving $225,000.

With new local, state, and federal govern-

ment guidelines and regulations likely, “Now

is the time to get our ‘ducks in a row’ by plan-

ning for what is ahead,” Kukal said.

The Environmental Protection Agency’s (EPA) SmartWay Trans-port Partnership program is a valuable resource for green fl eet

policy development. The SmartWay brand identifi es products and services that reduce transportation-related emissions. The pro-gram’s website —www.www.epa.gov/smartway — offers a va-riety of useful tools and information, including the Green Vehicle Guide to compare vehicle emissions and fuel economy. The site provides details on specifi c steps to reduce emissions, fuel use, and improves a fl eet’s overall mpg.

Tony Maietta, an EPA environmental protection specialist, suggested several green fl eet policy guidelines, particularly with truck fl eets.

“A successful green fl eet policy comprehensively covers vehi-cles, fuel, and driver habits. A green fl eet will utilize the newest, cleanest, on-road diesel vehicles,” said Maietta.

He noted that with EPA’s emission standards for 2007 and 2010 model-years, today’s trucks are the cleanest on the road.

Older vehicles can be retrofi tted with pollution reduction de-vices such as diesel oxidation catalysts and particulate matter fi lters that help minimize pollution while maximizing the vehi-cle life, said Maietta.

In addition, idle reduction devices such as auxiliary power units,

direct-fi red heaters, and battery air con-ditioning systems allow a driver to shut off the main engine while enjoying creature comforts during rest or queuing periods. Cab and trailer aerodynamics and low-rolling resistance tires can improve fuel economy on long hauls, saving fuel costs and emissions. Fleet-wide and location-based idle pol-icies can be instituted to avoid needless and expensive fuel con-sumption, added Maietta.

He recommended fl eet managers choose a path that improves their fl eet’s environmental footprint and reduces unnecessary fuel use, but also makes sense for the company. “Each company has unique needs and operations, so some approaches may not work as well as others. For example, a company whose trucks perform primarily long-haul activities may benefi t more from idle reduction devices as their drivers rest each night,” said Maietta.

Through the EPA’s SmartWay Transport Partnership, the agen-cy has gained valuable insight into how fl eets across the country are improving their environmental footprint using recommended techniques, Maietta pointed out. “We have tools that allow a fl eet manager to get a baseline of their current operations and then can provide emissions and fuel savings calculations to show the ben-efi t of taking specifi c actions on your fl eet.”

SMARTWAY OFFERS VALUABLE RESOURCES


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REACH 20,000 fl eet decision makers, including:

Dedicated to sustainable transportation in the fl eet market

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Reduced fuel prices, main-tenance costs, and harmful emissions are just some rea-sons refuse fl eets are increas-ing their compressed natural gas (CNG) vehicle purchases.

Proponents cite numerous fl eet appli-

cations for natural gas, including use

in refuse or collection fl eets. Many refuse

truck fl eets are currently powered by com-

pressed natural gas (CNG), and as emis-

sions standards become more stringent, al-

ternative fuels have become increasingly

popular.

Clean Energy, a provider of natural gas

fuel for transportation, lists lower fuel costs,

Environmental Protection Agency (EPA)

emissions standards compliance, improved

air quality, quieter streets, and increased U.S.

energy independence as benefi ts of using

natural gas-powered refuse trucks.

Emissions Regulations Induce Fleets to Switch from Diesel

Emissions mandates play a signifi cant

role in refuse fl eets deciding to switch to

natural gas.

Waste Management (WM), a Houston-

based provider of waste management ser-

vices, began incorporating natural gas into

its collection fl eet more than a decade ago.

Th e company operates a collection fl eet of

18,000 units, about 1,000 of which run on

natural gas, according to Eric Woods, vice

president of fl eet and logistics.

Th e company began using both CNG and

liquefi ed natural gas (LNG) vehicles mainly

in California due to stricter environmental

regulations. WM decided CNG was a bet-

ter fi t for its fl eet application and is moving

forward with CNG vehicle purchases. With

a corporate sustainability goal of re-

ducing emissions by 15 percent and

improving fuel effi ciency by 15 per-

cent by 2020 from a 2007 baseline,

WM is not only purchasing 500 CNG

replacement vehicles this year (out

of an approximate 750 total collec-

tion vehicle purchases), but is also

looking to more than double its fueling in-

frastructure across its national fl eet.

Th e company utilizes 17 fueling stations,

13 of which are in California. According to

Woods, WM is currently looking to install

20 additional stations throughout the coun-

try, more than 15 of which will be outside

the West Coast. Woods expects these sta-

tions to be completed within the next 12

months. Th e fueling stations will be locat-

ed in areas where at least 75 trucks oper-

ate, although most targeted areas have more

than 100 trucks in operation.

Woods noted that “2010 was a landmark

year for diesel.” Emissions regulations re-

sulted in the installation of heavy catalyt-

ic converters and costly DPF fi lters and

urea injection. He estimated new technol-

ogy added an additional 3,000 lbs.

per vehicle, decreasing payload. In

addition, acquisition cost has in-

creased by up to $50,000 per vehi-

cle over the past six years.

Woods said the emissions profi le

of WM’s natural gas trucks, using the

SmartWay model for its road speed,

are lower than the 2010 mandates.

Lowering Fuel & Maintenance Expenses

CleanScapes, a Seattle-based solid waste

collection agency, utilizes 42 CNG-fueled

collection vehicles out of a fl eet of approxi-

mately 100, according to John Taylor, gov-

Natural Gas a Hit With Refuse Fleets

Fleets cited the following benefi ts of fu-eling refuse vehicles with natural gas:

● Lower emissions.

● Simpler operation and maintenance.

● Signifi cantly reduced fuel costs.

● Reduced dependence on foreign oil.

By Thi Dao

About 1,000 Waste Management collection trucks currently run on CNG, and the company is purchasing 500 additional CNG trucks this year.

WOODS

AT A GLANCE

GRNFLT0511_refuse.indd 20GRNFLT0511_refuse.indd 20 3/25/11 2:14:26 PM3/25/11 2:14:26 PM

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Going Green

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REFUSE FLEETS

ernment aff airs manager. While the compa-

ny performs services for various cities, “Our

CNG fl eet is dedicated to residential collec-

tion in the City of Seattle,” he said.

Th e company has a fueling facility on

site with a 40-truck slow-fi ll fueling line. It

can also fast-fi ll individual trucks as need-

ed. While exact costs were not available,

Taylor reported “CNG fuel is signifi cantly

less expensive than diesel, [and] the price

is less volatile.”

Woods at WM said the company bud-

gets $1.25 per diesel gallon equivalent for

CNG, which is much higher than actual fuel

costs. He said the company pays as little as

40 cents per gallon in some locations. With

a March 7 U.S. Energy Information Admin-

istration (EIA) diesel cost estimate of $3.87

per gallon average across the nation (up 97

cents per gallon from a year ago), the cost

diff erence is signifi cant. Urea costs can also

be avoided with CNG, he said. “Th e eco-

nomics get more favorable by the day, and

that’s without regulations or tax benefi ts,”

Woods explained.

Additionally, CNG refuse fl eets are seeing

decreased maintenance costs. “Maintenance

on CNG is less costly, and they are easier and

much cleaner to maintain,” Taylor said.

Woods attributes this to a simpler engine

that doesn’t need add-ons for emissions con-

trol. “Maintenance is less complex because

we don’t have the complexity of DPF (die-

sel particulate fi lter), EGR (exhaust gas re-

circulation), and urea-based selective cat-

alytic reduction systems,” he said. He said

it’s also easier for operators because they

don’t have to worry about regeneration as

they would with diesel trucks.

Seeing a Return on InvestmentTh ere’s no denying CNG vehicle acquisition

cost is higher. However, both CleanScapes

and WM have seen a return on investment

(ROI) with their CNG refuse fl eets.

“While the initial outlay for vehicles

is more expensive than diesel trucks,

these costs are off set by lower and more

predicable fuel costs,” Taylor said. Low-

er maintenance costs have also contrib-

uted to the ROI.

WM’s plans to increase its CNG fl eet

and infrastructure clearly prove it thinks

CNG is economically feasible. Woods said

in the past, the cost diff erence between

CNG and diesel collection trucks ran about

$90,000. Add-ons to diesel engines have

increased vehicle cost, lowering cost dif-

ference to about $30,000. Taking into con-

sideration maintenance and fuel costs, he

estimated payback for vehicle acquisition

is less than two years, and less than three

years if he includes infrastructure costs,

under WM’s current plan of deploying

CNG in areas with large fl eets.

Temporary disruption of fuel supply is

a concern for some fl eets deciding wheth-

er to switch to CNG, but having a CNG

fl eet neighbor nearby can prove to be ad-

vantageous.

“CleanScapes is currently assisting

Pierce County (Wash.) Transit with fu-

eling their CNG buses,” Taylor said. Th e

transit agency’s fueling station “was lost

to a fi re on Feb. 28, and CleanScapes is as-

sisting them with fueling until the facility

is repaired.”

DOES ELECTRIC POWER HAVE AN APPLICATION IN REFUSE

FLEETS?

Battery solutions provider Dow Kokam and vehicle manufacturer PVI an-

nounced in December 2010 a partner-ship to test the fi rst-ever fully electric refuse trucks, expected to offer the same performance levels as conventional util-ity vehicles.

The trucks are designed to achieve 70 km (43.5 miles) per hour at full pay-load and will have 100-percent starting torque. Benefi ts cited include reduced noise pollution and no idling during in-active periods. The 26-ton trucks are expected to eliminate 130 tons of CO2 per truck per year, according to the companies.

The fi rst deployment will be just out-side Paris, France, and the companies expect a fl eet of 11 vehicles operating daily by the end of 2011.

In the U.S., the City of Chicago has expressed interest in battery-electric collection vehicles.

CleanScapes operates 42 CNG-fueled collec-tion vehicles dedicated to residential collection in the City of Seattle. It has an on-site fueling facility with a 40-truck slow-fi ll fueling line.


With Fuel Costs on the Rise, Just Makes More Cents!Going GreenGoing Green

October 3-4, 2011Gaylord Texan Resort & Convention Center

Grapevine, TX

4th A N N U A L

For more information on the Green Fleet Conference please visit us at www.GreenFleetConference.com or call (800) 576 - 8788.

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http://www.GreenFleetConference.com


Conference attendees and exhibitors won’t be the only ones showing off their envi-ronmentally friendly images at the 2011 Green Fleet Con-ference. The “green” theme will be spread throughout the event.

The 2011 Green Fleet Conference,

scheduled for Oct. 3-4 at the Gay-

lord Texan Resort & Convention Center

in Grapevine, Texas, promises to be the

“greenest” it’s ever been. From marketing

and promotions to materials used on-site,

show organizers have been ramping up ef-

forts to be more environmentally friend-

ly, according to Irene Gruen, event mar-

keting manager for Bobit Business Media

(BBM).

“We are working to have a really rele-

vant show. Last year was extremely well-

received. Since then, we’ve spent time

rethinking our planning. When you’re

thinking green, you have to make chang-

es to the operational process on so many

levels, and we have focused our eff orts to

accomplish that,” Gruen said.

Th e third annual conference in 2010

achieved record attendance, bringing

together approximately 450 fl eet professionals

from both the private and public sectors.

Attendees gathered for information-packed

conference sessions, many of which were

standing-room only.

Th e 2010 Green Fleet Conference was

sponsored in part by TerraPass, a carbon

off set provider and the event’s fi rst-ever

carbon-balanced sponsor. TerraPass con-

ducted a calculation of the carbon foot-

print for the conference, based on trav-

el to San Diego from attendee locations,

hotel nights, and on-site energy usage. Af-

ter gathering and calculating the fi gures,

TerraPass retired 100 metric tons of car-

bon off sets for the Green Fleet Conference

— the equivalent of removing a fl eet of 22

vehicles (averaging 10,000 miles annual-

ly) off the road.

“We hope to improve the calculation

for 2011 with our green eff orts,” Gruen

added.

All About LocationChoosing the right venue was the start

to improving green eff orts for this year’s

event.

Th e Gaylord Texan is an ecological hotel,

featuring four and a half acres of indoor

gardens that refl ect its commitment to

taking care of the environment, which is

also demonstrated by several environmental

accolades.

In May 2008, the Gaylord Texan received

the Sylvania Ecologic Certifi cation Award

for transitioning at least 75 percent of all its

lighting to environmentally friendly prod-

ucts — more than 7,500 lamps in all.

Th e Gaylord Texan was also recognized by

the U.S. Environmental Protection Agency

(EPA) in 2008 with a Membership Award

in the EPA’s National Partnership for Envi-

ronmental Priorities (NPEP). With its ef-

forts to reduce mercury throughout the fa-

cility by implementing low-mercury light

bulbs, Gaylord Texan became the fi rst hotel

in a fi ve-state area to join the NPEP.

Th e hotel is currently working to attain

“Silver” certifi cation from the U.S. Green

The 2011 Green Fleet Conference has

ramped up its efforts to stick to an envi-

ronmentally friendly theme, including:

● Choosing an ecological venue

recognized by the EPA.

● Cutting back on paper mailings,

promotions, and on-site handouts.

● Using silverware for meals instead

of disposable items.

By Grace L. Suizo

General and breakout sessions at the 2010 Green Fleet Conference attracted large crowds. Seats fi lled fast, leaving “standing room only” for late arrivers.

Green Fleet Conference

Living Upto Its Name

AT A GLANCE

GRNFLT0511_conference.indd 24GRNFLT0511_conference.indd 24 3/25/11 2:16:15 PM3/25/11 2:16:15 PM


Building Council’s LEED (Leadership in

Energy and Environmental Design) pro-

gram. In addition, the Gaylord Texan strives

to conserve water and minimize use of air

conditioning.

Staying Lean & GreenFrom start to fi nish, the 2011 Green

Fleet Conference should exceed its green

quotient from previous years.

Areas being improved include:

● Marketing. Marketing and promo-

tions for the event will be distributed pri-

marily via electronic means versus direct

mail. “Fortunately, technology allows for

this type of communication,” Gruen said,

adding anything mailed will be on eco-

friendly paper. Attendees who aren’t al-

ready signed up from last year can opt in

for e-mail updates regarding the confer-

ence. Updates will also be available in the

weekly Green Fleet eNewsletter.

● Handouts. Paper handouts distribut-

ed at the show will be limited. Flash drives

of presentations will be available.

On top of its own eco-conscious ef-

forts, the Gaylord Texan will be also be

able to accommodate BBM’s initiatives to

ensure all aspects of the event stick to its

green theme.

● Meals. All meals will be served with

china and silverware to reduce the use of

conventional disposable materials such

as paper and Styrofoam. In addition, the

hotel has a “market-inspired” philosophy

in menu planning, including organic and

sustainable foods bought locally. All Gay-

lord hotel properties also work with local

food banks to donate excess prepared food

to local soup kitchens, further helping to

reduce waste.

● Recycling. Recycling services will be

available during the event, with the hotel

providing recycling bins for glass, plastic,

and aluminum waste. In addition, card-

board, newspaper, slick paper, and white pa-

per from back-of-house areas and the con-

vention center exhibit hall are all recycled.

● Fuel/transportation. “With fuel costs

on the rise, the main focus will be on using

less fuel in general. We are fi nding ways to

cope,” Gruen said, noting the conference

venue is “like its own city,” reducing the

need for attendees to travel off -site during

the two-day event. “Th is year’s sessions will

focus on reducing fuel use in general, in ad-

dition to alternative fuels. Soft ware, tech-

nologies, and practices exist that support

fuel reduction eff orts and those will be dis-

cussed and exhibited at the event.” Exhibi-

tors will include a number of alternative-

fuel suppliers, with representatives from

the diesel, propane, and natural gas in-

dustries on-site.

Additional information on the 2011

Green Fleet Conference, its speakers

and sessions, as well as registration and

travel information, can be found online at

www.GreenFleetConference.com or by

calling (800) 576-8788.

CALL FOR PRESENTATIONS

Presentation proposals for the 2011 Green Fleet Conference are currently being accepted.

Proposal submissions should follow these guidelines:

● An abstract of 100-200 words. ● A brief biography of the presenter oreach panel member (50-100 words). ● Presenter contact information. ● Presentations must be completely

unbiased and brand/product neutral.Please submit your presentations to

Adriana Michaels by April 18. E-mail: [email protected].

BOBIT BUSINESS MEDIA GREEN EFFORTSBobit Business Media (BBM), founded in 1961 with the launch of Automotive Fleet,

is doing its share to maintain a “green” working environment. Finding new and inno-vative ways to reduce its carbon footprint is always a priority for BBM.

● Recycling. BBM recycles paper (5,000 lbs. per month); cans and bottles (40 lbs. per month); and toner cartridges and batteries. ● Window tinting. Reduces energy loss by 75 percent.● Variable speed control on HVAC Units. Saves 7500 kWh per month.● Retrofi tting old T-12 fl ourescents to new T-8S. Saves 3,400 kWh per month.● Effi cient boiler/heater. Saves 3,000 therms per month.● Minimizing printer resources. Partnered with printer to develop a “green” game plan, saving paper, ink, and energy. BBM now uses soy ink.● Digital editions. The annual Business Driver issue and several special supplements are now distributed digitally, also reducing paper and ink.

The Gaylord Texan is an eco-logical hotel, fea-turing four and a half acres of indoor gardens. The hotel has received several accolades for its eco-conscious practices.

GRNFLT0511_conference.indd 25GRNFLT0511_conference.indd 25 3/25/11 2:16:18 PM3/25/11 2:16:18 PM


http://www.GreenFleetConference.com


Almost one-third of Ferrellgas’ nearly 4,000 vehicles are propane-powered. The units are signifi cantly less costly to operate and generate 60-70 percent less

smog-producing hydrocarbons than their gasoline counterparts.

At Ferrellgas, conserving and

protecting natural re-

sources is more than some-

thing the company just talks

about. It’s the way they do

business. With one of the

biggest propane-operated

fl eets in the United States,

Ferrellgas has tremendous

experience with alternative-

fuel vehicles (AFVs).

As a national retail pro-

pane company, Ferrellgas serves

approximately 1 million customers in all

50 states, the District of Columbia, and

Puerto Rico. Being a propane provider for

more than 70 years, Ferrellgas has unique

insight into the benefi ts of propane auto-

gas, and leveraging that knowledge allows

the company to maximize its propane-op-

erated vehicle fl eet.

Robin Lewis, vice president of

Procurement, Fleet, and Asset Management

at Ferrellgas, develops and executes a variety

of comprehensive corporate purchasing

and fl eet strategies for the company’s nearly

4,000 vehicles. She also provides eff ective

resource planning and ensures assets are

accounted for and provide desired returns,

all while maximizing utilization.

“We are an eco-conscious com-

pany,” Lewis said. “Like many, we’re

concerned about the environment

and seek to proactively comply

with EPA and CARB regulations,

not because we’re told to but be-

cause we believe it’s better to do

what’s right.”

Headquartered in Overland, Kan.,

Ferrellgas operates a wide range of Class

2-7 AFVs, including Ford, Chevrolet, GMC,

and Impco bifuel vehicles. Th e company

is most excited about new opportunities

in buying Ford and ROUSH CleanTech

dedicated systems.

Th e company’s sales force drives

propane-powered vehicles in an

eff ort to show prospective clients

that these types of vehicles have no

loss of power. Drivers and service

workers also drive alt-fuel vehicles

to perform their duties.

FerrellgasCuts Costs Using Propane Autogas

Using propane-powered vehicles has

helped Ferrellgas:

● Reduce its environmental impact.

● Lower fuel consumption.

● Maximize fuel economy.

● Cut operating costs.

By Cheryl Knight

AT A GLANCE

LEWIS

Ferrellgas currently operates nearly 30 F-250 models and looks to add the F-550 as soon as it’s readily available.

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Reducing Environmental Impact

Propane autogas powers more

than 15 million vehicles in more than

40 countries. Th is type of fuel pro-

vides fl eet managers with a cost-

eff ective, clean, safe, and reliable al-

ternative fuel. Plus, more than 90 percent

of all propane used in the United States is

produced domestically, reducing the coun-

try’s dependence on foreign fuel.

“For us, there is an economic advantage

to using propane autogas, and not just be-

cause we are a propane company,” Lew-

is said, pointing out that the cost to upfi t

trucks to utilize propane autogas is quick-

ly off set by fuel reduction savings. “We

believe propane off ers signifi cant advan-

tages — infrastructure costs are dramat-

ically lower than other options, and we

can set up a propane-dispensing station

for a fraction of the cost when compared

to other alt-fuels.”

Lewis is extremely excited about current

advances in propane technologies. “Today’s

technology allows us to become better stew-

ards of our environment and also allows us

to take advantage of a low-cost and widely

available fuel source,” she said.

One vehicle Lewis will continue to add

to Ferrellgas’ propane-operated fl eet is the

ROUSH CleanTech liquid propane-injected

(LPI) Ford F-250 pickup truck. Th e com-

pany currently operates nearly 30 F-250

models and looks to add the F-550 as soon

as it’s readily available.

“ROUSH is a respected name from a

performance perspective,” Lewis said. “And

incorporating these vehicles into our fl eet

has virtually no impact from a time per-

spective, and the upfi t costs associated

with conversion are quickly off set by re-

duced fuel cost.”

Lewis also pointed out these particular

ROUSH CleanTech vehicles completely

meet EPA and CARB requirements, and

that the manufacturer’s warranty provides

extra peace of mind.

Th e most important element to keep in

mind when implementing, assessing, and

maintaining an alt-vehicle fl eet is to look

at all options, fi nd the best fi t, and ensure

the program’s sustainability, according to

Lewis. “Fleet managers don’t want to be

short-term thinkers, so they need to push

these initiatives even when gas prices come

back in line. Th ey also want to make sure

it’s something the company fully stands

behind,” she said.

For those looking for more informa-

tion on propane and its advantages, Lewis

recommended visiting www.ferrellautogas.

com, a comprehensive new website devel-

oped by Ferrellgas earlier this year.

Reducing Fuel ConsumptionFerrellgas is currently fi nalizing a com-

prehensive fl eet approach that seeks to fur-

ther maximize results on several fronts.

In addition to using alt-fuel vehicles, the

fl eet team is working hard to ensure prop-

er utilization and that the right trucks are

on the road.

“Th e more effi cient we become, the few-

er miles we drive,” Lewis pointed out. “We

are also focusing on ensuring good driving

habits and safety because it signifi cantly im-

pacts our fuel economy,” she said.

The company is also using different

technologies to decrease its environ-

mental impact, such as the implemen-

tation of propane injection systems and

APUs, which have also helped offset fuel

consumption.

Moving forward, the Ferrellgas fl eet

is looking to buy additional propane-

powered vehicles whenever and wherever

possible.

“From our perspective, the future is very

bright for propane autogas,” Lewis said.

GRNFLT0511_ferrellgas.indd 27GRNFLT0511_ferrellgas.indd 27 3/25/11 2:17:07 PM3/25/11 2:17:07 PM

http://www.ferrellautogas


Encana operates a fl eet of 700 vehicles in the U.S. The com-pany is dovetailing its efforts to build new natural gas fueling stations with its process of converting its fl eet to CNG.

A s with many companies in the en-

ergy sector, Encana is converting

its fl eet of light-duty vehicles to run on

its preferred fuel source, in this case nat-

ural gas. Th e company is considered one

of North America’s leading natural gas

producers.

In the United States, Encana operates a

fl eet of 700 vehicles, primarily light-duty

¾ -ton trucks, which it uses for the main-

tenance of its facilities, such as well pads,

tank batteries, and compressors used in

extraction and production.

Green Fleet spoke with David Hill, vice

president of operations for Encana’s Nat-

ural Gas Economy division, about the

company’s plans to convert its fl eet to

bi-fuel CNG vehicles and its progress to-

ward this goal.

“We have converted about 60 vehicles

in our fl eet. Our goal is to be at 200 by the

end of 2011,” Hill said. “I think our in-

tent is to convert as many vehicles as pos-

sible. Over the next three years, we plan

to convert the majority of our fl eet over.

I can’t say 100 percent, because there are

some areas that are so remote that there

is no infrastructure. Because of limita-

tions on infrastructure, we’re going with

bi-fuel vehicles.”

To deal with the infrastructure issue, the

company is dovetailing its eff orts to build

new natural gas fueling stations with its ef-

forts to convert its fl eet to CNG.

“Here in Denver, we have several public

stations available to our fl eet. We are work-

ing where we have existing infrastructure.

Encana’s approach has been three-fold to

support fueling station development,” Hill

said. “First, we support stations with our

fl eet volume. Second, we support them

with the contribution of capital. Finally, if

no one steps forward [in an area without

a station], we build one.”

Th e strategy for this conversion is slow,

but steady. “We’re not prematurely miling-

out our vehicles,” he said “As they reach the

end of their lease, we replace them with a

new vehicle that is targeted for CNG con-

version.”

Converting VehiclesTh e company is primarily using ¾ -ton

pickup trucks such as the Chevrolet 2500,

Ford F-250, and Ram 2500 in its fl eet and

targets these vehicles for conversion.

“On a ¾ -ton extended cab, we typically

install a CNG bi-fuel kit with a 20-gallon

equivalent tank for CNG. We leave the gas-

oline system intact and put [the CNG tank]

on the bed against the cab,” Hill said.

He added that the company uses kits

from IMPCO Technologies due to prod-

uct reliability and availability.

According to Hill, the company’s driv-

ers typically travel 100 miles per day, six

days per week. Th e duty cycle for these

vehicles is around 25,000 miles per year.

“Our employees’ vehicles consume 10-

12 gallons of natural gas per day,” he said.

“Each probably consumes about 2,000 gal-

lons per year.”

To address a lack of vehicle selection,

Encana is working directly with the auto-

makers to bring more CNG-powered ve-

hicles to the marketplace.

“GM announced their CNG van late last

year,” Hill said. “We’re hoping that a cou-

ple of [the OEMs] will bring to market a

bi-fuel ¾ -ton pickup. We want to see them

bring an OEM-supported vehicle directly

to the market in 2012.”

Hill said that although the company is

EncanaEncanato Convert Majority of Fleet to CNGto Convert Majority of Fleet to CNG

Encana plans to convert 200 vehicles to

CNG by the end of 2011. Steps include:

• Obtaining CARB-certifi ed kits. Encana

uses a CNG bi-fuel kit with a 20-gallon

equivalent tank on its ¾ -ton extended

cab trucks.

• A driver training program for operating

its CNG-fueled vehicles.

• An employee award program for reduc-

ing petroleum usage.

By Greg Basich

AT A GLANCE

GRNFLT0511_encana.indd 28GRNFLT0511_encana.indd 28 3/25/11 2:17:49 PM3/25/11 2:17:49 PM


in the process of converting its vehicles, it

encounters the same challenges that many

others run into, specifi cally the lag time be-

tween late-model vehicle release dates and

conversion kit approval.

“Some of the frustrations we have when

converting our fl eet is the same challenge

that anybody has,” Hill said. “Th ere is no

vehicle anybody can buy — I have to use

a conversion kit. For those kits, we’re in

2011, and there are no certifi ed kits for

the 2011 model-year even though we’ve

bought 2011 model-year vehicles.

“It’s quite a process,” Hill said. “Kit man-

ufacturers have to jump through a lot of

hoops to get one certifi ed. We’d like them

to go faster and get them out there, but

that’s been one of the hurdles.”

Hill said the vehicles the company has

converted are still early in their lifecycles,

but Encana hasn’t encountered problems

or complaints from personnel using the ve-

hicles. He said the fi rst converted vehicles

have reached nearly 36,000 miles.

When asked about how dealing with

multiple fuel types will impact fl eet man-

agement, Hill said he believes there is a new

reality today for fl eet managers.

“Th e new reality is that we need

multiple fuels, which is a challenge

for fl eet managers, for diff erent duty

cycles,” Hill said. “We’re a natural gas

company and even for us, change is

diffi cult,” Hill said.

Training Mechanics and Drivers

Part of dealing with this new reality is

training mechanics and drivers. Th e fi rst

challenge the company has encountered

with regard to CNG vehicles is many tech-

nicians are not familiar with CNG fueling

systems. “Th at’s an area of need, increasing

training of mechanics on gaseous fuel sys-

tems. Th ere are plenty of certifi ed courses

out there,” Hill said.

Beyond training on CNG fueling sys-

tems, the company instituted a number of

policies to get its fl eet drivers up to speed

on these vehicles.

“We have protocols in place, which we

call Management of Change,” Hill explained.

“Any time we change a process, we go through

the Management of Change process. Our

drivers receive training on the fuel system

and are educated about where to get fuel.

Employees can check out and drive natu-

ral gas vehicles overnight. Th ey have to go

through a training program about natural

gas that explains how it works, how to refu-

el, and how to answer questions from con-

sumers. Th at’s been quite successful, and

we’re working on other programs, for ex-

ample an employee benefi ts program, to en-

courage adoption. Some of our peer com-

panies have employee incentive programs

to adopt natural gas vehicles.”

Hill said the company is working on

an award program that involves gift cards

and company recognition for drivers dis-

placing the most petroleum. “We

want to incentivize good practices

and good behavior, doing the right

thing for the company and environ-

ment,” Hill said “Drivers can qual-

ify as many times as they earn it. It

becomes a badge of honor.”

Beyond Encana, the company

said a number of other energy companies

involved in the natural gas market are in-

terested in converting vehicles to run on

natural gas.

“We’re proud of what we’re doing but

also of what others are doing,” Hill said.

“Some other companies are leaders out

there. It’s really our peer companies that

are progressive, companies like Apache,

Chesapeake, Newfi eld Energy, Anadarko,

Noble Energy, Williams Energy, etc. Th ose

companies are taking similar approaches

with their fl eets, converting their vehicles,

and are directly or indirectly supporting

us. We’re working together through ANGA

(the American Natural Gas Alliance). Th ey

have an NGV task group. We have been

working with the Natural Gas Vehicle As-

sociation and the American Natural Gas

Association. Th e key thing is to advocate

and talk about it, but we ought to walk the

talk ourselves.”

Encana’s converted trucks are early in their lifecycles. The fi rst group of vehicles the company converted has reached nearly 36,000 miles.

According to David Hill, vice president of op-erations for Encana’s Natural Gas Econo-my division, the company is converting ¾ -ton pickup trucks to CNG, such as Chevrolet 2500, Ford F-250, and Ram 2500 models.

HILL

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GRN0511recycle.indd 1 3/25/11 8:48:00 AM


The automaker expects to ship the liquefi ed petroleum gas (LPG) cutaway vans by fourth quarter 2011.

General Motors will off er a single-

source liquefi ed petroleum gas (LPG)

option for the 2012 Chevrolet Express and

GMC Savana 159-inch wheelbase cut-

away vans, making GM the only au-

tomaker to off er LPG, compressed

natural gas (CNG), E-85 ethanol,

and B-20 biodiesel alternative- fuel

options for U.S. customers, ac-

cording to GM.

Expected to ship fourth

quarter 2011, the vans are built

with a hardened Vortec 6.0L en-

gine that includes hardened ex-

haust valves with hardened intake

and exhaust valve seats. Th e engine

features a dedicated fuel delivery sys-

tem with unique engine controller cal-

ibrations for LPG.

Fueling Infrastructure Expected to Grow

“LPG infrastructure has progressed

rapidly, so it’s easier for our customers to

refuel in convenient locations across the

country,” according to Brian Small, gen-

eral manager, GM Fleet and Commercial

Operations. “When our customers order

the LPG option, they’re getting a sensible

fuel alternative, with the convenience of a

one-stop ordering process.”

U.S. customers will have the opportu-

nity to choose from more than 2,600 LPG

fueling stations across the country, a num-

ber that is expected to grow, according to

GM. Th e LPG fuel storage systems avail-

able include a four-tank version with a 50

useable gasoline gallon equivalent capacity

and a three-tank version with a 31 useable

gasoline gallon equivalent capacity.

Fuel tanks are manufactured by Sleegers

in Canada to last 10 years and feature an

all-steel, manifolded construction. All

underbody tanks will have substantial

shielding to protect against road debris,

curbing, and exhaust and external heat

sources. Th e fuel gauge is calibrated to

accurately measure LPG level.

When the remaining fuel range reach-

es 30 to 40 miles, a low fuel warning au-

tomatically displays in the driver infor-

mation center, just as it would with the

standard gasoline-fueled van.

GM Partners with Other Manufacturers

For the production process, GM part-

nered with Knapheide Manufacturing

Co. as its Tier 1 manufacturer for the

LPG systems. The under-hood fuel sys-

tems are provided by CleanFUEL USA

and Bi-Phase Technologies, both work-

ing closely with GM engineering on

engine calibration. The van will meet

all Environmental Protection Agency

(EPA) and California Air Resources

Board (CARB) emission certification

requirements.

Van production will begin at GM’s

Wentzville, Mo., plant and continue at

Knapheide’s nearby St. Peters, Mo., facil-

ity, where they will undergo fuel storage

and delivery system installation. Once

completed, the new cutaway vans will

then be sent to the upfi tter of the cus-

tomer’s choice for body installation and

fi nal certifi cation.

Customers have the option to convert

their cutaways to a variety of commercial,

school bus, shuttle bus, and box truck re-

quirements.

“Th rough GM’s unique manufacturing

process, our fl eet customers know they’re

getting quality, reliability, and convenience,”

said Joyce Mattman, director, commercial

product and specialty vehicles.

Chevrolet Express and GMC Savana

LPG cutaway vans will be covered by GM’s

three-year, 36,000-mile new vehicle limited

warranty and fi ve-year, 100,000-mile lim-

ited powertrain warranty.

GM to Offer Single-Source LPG Option for Chevrolet & GMC Cutaway Vans

Customers can con-vert the cutaway into a variety of commer-

cial requirements. Pictured is the 2011

Chevrolet Express cutaway with a cargo

application.

GRNFLT0511_LPG.indd 30GRNFLT0511_LPG.indd 30 3/25/11 2:18:25 PM3/25/11 2:18:25 PM

AF0

5-39

.10

AT BOBIT BUSINESS MEDIA, WE’RE KEEPING THINGS

You can feel confi dent that within our magazines, websites and trade shows, Bobit Business Media is doing our share to maintain a “green” working environment.

As individuals and as a company, we are dedicated to maintaining green initiatives and strive to be good

citizens of this planet. Finding new and innovative ways to reduce our carbon footprint is always a priority for Bobit Business Media.

AT BOBIT BUSINESS MEDIA, WE RE KEEPIN

Here are a few of the ways we’re keeping GREEN:

RECYCLED PAPER PROGRAM: • 5,000 lbs

per month

RECYCLED CANS & BOTTLES PROGRAM: • 40 lbs per month

WINDOW TINTING: reduces energy loss • by 75%

VARIABLE SPEED CONTROL ON HVAC • UNITS: 7500 kWh saved per month

RETROFITTING OLD T-12 FLUORESCENTS TO • NEW T-8S: 3400 kWh saved per month

EFFICIENT BOILER/HEATER: • 3000 thermssaved per month

PARTNERING WITH OUR PRINTER: developed • a “green” game plan, saving paper,

ink and energy

RECYCLED TONER CARTRIDGES AND • BATTERIES PROGRAM

AND OUR• ENVIRONMENTALLY FRIENDLY

Digital EditionsAF0

5AF0

539-39.1010

HHeerree aarree aa ffeeww ooff tthheeee wwwwaayyssss p gwe’re keeping GRREEEN:

RECYCLED PAPER PROGRAM: • 55,0000 llbsper month

RECYCLED CANS & BOTTLES PPROOGRAMM: • 40 lbs per month

WINDOW TINTING: reduces eeneergy losss • by 75%

VARIABLE SPEED CONTROLL ONN HVAC•UNITS: 7500 kWh savedd per month

RETROFITTING OLD T-12 FFLUOORESCENTTS TO •NEW T-8S: 3400 kWh ssavedd per monnth

EFFICIENT BOILER/HEATEER:• 30000 theermssaved per month

PARTNERING WITH OUOUR PRINNTER: develloped•a “green” gameme plan,, saving papper,

ink and energyyene

RECYCLRECYCL ONER CARTRIDCLED TO IDGES AND • BATTE GRAMERIES PROGRAM

AND OOUR• ENVIRONMENTALLY FRIENNDLYY

Digitital Editions

We care about the environment and are setting a positive example.

GRN0511recycle.indd 1 3/25/11 8:48:00 AMGRNFLT0511_LPG.indd 31GRNFLT0511_LPG.indd 31 3/25/11 2:18:32 PM3/25/11 2:18:32 PM

VEHICLE SHOWCASE GREEN

D

2011 AUDI A3 TDI CLEAN DIESEL

With the potent combination of direct diesel injection and turbocharging, the 2.0L TDI clean diesel engine delivers 236 lb.-ft. of torque and produces 140 hp. The power and performance is complemented with EPA-estimated 30 mpg city and 42 mpg highway ratings. Producing 30-per-cent fewer CO2 emissions than a compa-rable gasoline engine, the 2.0L TDI clean diesel also meets or exceeds the 50 state emissions requirements.

According to Audi, the A3 TDI clean diesel offers well-known diesel technol-ogy and higher residual value than its gasoline-powered peers, making it an excellent alternative to conventional hybrid vehicles. Further, the company noted there are no “unknown costs” as-

D

FORD SUPER DUTYSuper Duty is a leader in the truck

Class 2-5 segment with class-exclusive technologies such as live-drive PTO & factory-installed fi fth-wheel/gooseneck hitches, best-in-class towing/payload capability, and class-leading fuel economy. For the 2011-MY, fuel economy has been improved up to 15 percent on the base 6.2L gasoline engine, up to 20 percent on the diesel engine pickups, and 24 percent on the diesel engine Chassis Cabs with the all-new 6.7L Power Stroke Diesel engine mated to the 6-speed TorqShift transmission.

The fuel economy increases for 2011-MY result in signifi cantly reduced levels of greenhouse gas/CO2 emissions emitted into the atmosphere. In addition to the fuel economy and emissions benefi ts, there is a continuous effort toward expanding the alternative-fuel offerings on the Super


sociated with diesel power. Additionally, the Audi A3 TDI achieves 50-percent better fuel economy than a comparable gasoline engine. TDI delivers both class-leading effi ciency and power, making it the ideal effi cient, performance-oriented solution.

The Audi 2.0L turbocharged DOHC engine combines variable valve timing

(VVT), TFSI direct injection, and turbo-charging for more power and increased fuel economy. The 2.0L TFSI was the fi rst engine to combine gasoline direct injec-tion with turbocharging in large-scale production. Producing 200 hp and 207 lb.-ft. of torque, it has been the engine of choice for more than 1.3 million Audi driv-ers worldwide.

Duty. For the 2011-MY, the following offer-ings were introduced:

● 6.2L base gasoline engine offered on pickups and F-350 Chassis cabs is FFV/E-85 capable.

● Optional 6.8L CNG/LPG Prep engine offered on F-450 and F-550 Chassis cabs to

support CNG or LPG alternative-fuel upfi ts.● The all-new 6.7L Power Stroke Diesel

engine is B-20 capable (up to 20-percent biodiesel can be used).

For the 2012 model-year, a bi-fuel and dedicated CNG/LPG Prep Engine option will also be available on the 6.2L engine.

DIESEL

Twelve vehicles covering the gamut of fuel options can help fl eets improve fuel effi ciency, lower operating costs, and reduce dependence on foreign oil.

D

GRNFLT0511_showcase.indd 32GRNFLT0511_showcase.indd 32 3/25/11 2:18:59 PM3/25/11 2:18:59 PM

VEHICLE SHOWCASEE

CODA AUTOMOTIVE CODA Automotive is a privately-held

company headquartered in Santa Monica, Calif., that designs, manufactures, and sells electric vehicles and lithium-ion bat-tery systems purpose-built for transporta-tion and a range of utility applications.

It has focused on developing a safe, affordable battery system and other electric drive components that serve as the foundation for electric vehicles. The CODA sedan is a four-door, fi ve-passenger all-electric vehicle (EV) with more than 20 cubic feet of trunk space and fold-down seats. The car is powered by a best-in-class 34kWh lithium-ion battery system with active thermal management to provide a dependable, all-season range of up to 120 miles per charge (like all electric vehicles, range may vary). Charging is fast and easy with the 6.6kWh onboard charger, which provides about 20 miles of range per hour of charge time. From deple-tion, the CODA will charge in about six hours from a 220v outlet.

E

NISSAN LEAFThe all-electric, 2011 Nissan LEAF is a

zero-emission car designed specifi cally for a lithium-ion battery-powered chassis. The medium-size hatchback comfortably seats fi ve adults and has a range of 100 miles on one full charge.

The LEAF is powered by 48 laminated compact lithium-ion battery modules and a high-response 80kW AC synchronous motor that generates 107 hp and 207 lb.-ft. of torque. Unlike internal-combustion engine-equipped vehicles, the LEAF’s powertrain has no tailpipe and thus no emission of CO2 or other greenhouse gases while being driven. The front-wheel drive vehicle utilizes an all-new dedicated EV platform with batteries housed in the fl oor for optimum vehicle packaging and


Safety upgrades have been made for NAFTA markets, including component redesigns; pretensioners, and force-limited front seat belts; and material upgrades. The CODA has six air bags, anti-lock brakes, electronic-stability control, Bluetooth connectivity for hands-free calling, and an 8-inch touch-screen navigation system with GPS. The vehicle is backed with a three-year/36,000-mile limited warranty and eight-year/100,000-mile limited battery warranty.

Anticipated options for the CODA

include seven external paint choices, seats with leather or an eco-friendly cloth, and four different wheels.

Over 100,000 miles of use, each CODA will result in an average CO2 savings of up to 21.8 tons relative to a 25 mpg internal combustion engine-based car, according to CODA. Combined, a 100-car fl eet will effectively eliminate the carbon equiva-lent of approximately 224,742 gallons of gasoline from being emitted into the atmosphere.

weight distribution. The LEAF rides on a 106.3-inch wheelbase, with a 175-inch overall length, 69.7-inch width, and 61-inch height.

The Nissan LEAF can be charged up to 80 percent of its full capacity in 30 minutes

when equipped with a quick charge port and using a DC fast charger. Charging through a 240v outlet is estimated to take approximately seven hours. The advanced lithium-ion battery pack carries a warranty of eight years or 100,000 miles.

ELECTRIC E


E

smart fortwo ELECTRIC DRIVE

The smart fortwo electric drive is a zero-emission vehicle. It is powered by a 30 kW magneto-electric motor and 16.5 kWh lithium-ion battery. Accord-ing to the U.S. EPA LA4 test cycle, the smart fortwo electric drive can travel up to 98 miles on a full charge. In com-bined city and highway driving, the U.S. EPA estimated the range on the smart fortwo electric drive to be 63 miles. Using a 220v outlet, it takes only three and a half hours to charge the battery from 20 to 80 percent of its capacity and about eight hours to reach full charge from a depleted battery.

For 2011, smart USA is strategically placing 250 smart fortwo electric drive vehicles across the United States with companies, municipalities, organiza-tions, and individuals interested in mak-ing a passionate statement on conser-vation and environmental awareness. smart USA delivered the fi rst smart

fortwo electric drive to a retail customer in the U.S. in January 2010. Series pro-duction on next-generation vehicles for retail sale through smart USA’s dealer network is expected in 2012.

The smart fortwo electric drive is a natural evolution of the smart brand

and amplifi es its environmental leader-ship. With an unparalleled eco-heritage, smart developed the electric drive as the next logical extension of the fortwo platform, which continues to be a trendsetter in addressing issues facing urban mobility and conservation.

E

THE 100-PERCENT ELECTRIC THINK CITY

THINK City is a 100-percent electric, zero-emission modern city car designed for fl eet customers and urban commuters who want to make a bold statement about protecting the environment and reducing dependency on imported oil.

Powered by an advanced lithium-ion battery and electric motor, THINK City is four times more energy-effi cient than a conventional vehicle and creates fewer greenhouse gas emissions in any operating scenario, according to the manufacturer.

THINK City makes switching to an all-electric car an easy choice. Not only is it easy to drive, park, and recharge, but it’s also inexpensive to fuel and main-tain. Recharging only costs about 2-3 cents per mile, or less than the cost of a gallon of gas, to recharge it from 0-100 percent state-of-charge (SOC). When the

car is plugged in on a 240v service, it will be fully charged in about eight hours.

THINK City has been put through ex-tensive testing and validation, including hundreds of computer simulations and

correlations, more than 50 sled tests, and more than 20 real crash tests. It meets all applicable U.S. Federal Motor Vehicle Safety Standards and is EPA and CARB-certifi ed for sale throughout the U.S.


GREEN VEHICLE SHOWCASE


E

TOYOTA PRIUSToyota Motor Sales, U.S.A., Inc.,

unveiled the Prius family of vehicles at the 2011 North American International Auto Show. In addition to the current third-generation Prius and Prius Plug-in Hybrid Vehicle (PHV), the new Prius v midsize hybrid-electric vehicle and the Prius c Concept vehicle joined the hybrid brand. With the expansion of the Prius family, a new evolution of vehicles will further increase the acceptance of hybrids with the same core values of high fuel economy, low emissions, proven technology, and environmental stewardship.

The Prius midsize liftback has ac-counted for more than 955,000 sales in the U.S. since it was introduced in 2000. The third-generation Prius, which reached dealerships in June 2009, has continued the hybrid’s heritage of exceptional fuel economy and low emis-sions, while becoming the third-best

selling Toyota passenger car in the U.S. The Prius has also been a techno-

logical fl agship vehicle, offering new features to the Toyota brand, such as Touch Tracer Display, solar-powered ventilation, Smart Key System with

push- button start, Lane Keep Assist, an Advanced Parking Guidance System, and LED headlamps.

The Toyota Prius achieves an estimated EPA fuel economy of 51 mpg city/48 mpg highway/50 mpg combined.



GAS- POWEREDGP

CHEVROLET CRUZE ECO

The Chevrolet Cruze, which went on sale in January, delivers an EPA-estimated 42 mpg on the highway for its manual transmission models, with city fuel economy of 28 mpg.

“Chevrolet Cruze continues to redefi ne the compact segment, offering class-leading standard safety features, upscale amenities, as well as hybrid-like fuel economy without the price,” said Chuck Russell, vehicle line director. “The Cruze Eco is in a league of its own and will challenge perceptions of the effi ciency available in a more affordable non-hybrid.”

The Cruze Eco carries an MSRP of $18,895 (including destination charge).

To achieve its fuel economy, Cruze’s

engineers focused on aerodynamic perfor-mance, mass optimization, and powertrain enhancements. The refi nements in each area paid big dividends toward the car’s overall effi ciency, while providing engineers with valuable information to help enhance the effi ciency of future Chevrolet models.

“We left no stone unturned or piece of sheet metal un-weighed,” said Russell. “Our engineers were comprehensive and thorough when it came to evaluat-ing and modifying the aspects of the car’s performance that contribute to fuel economy.”

GP




GP

SUBARU LEGACY 2.5iAWD PZEV

The fi fth-generation Subaru Legacy was all-new for the 2010 model-year. The mid-size sedan was built on an all-new platform, featured a longer wheelbase, approximately 4 inches of extra rear seat legroom, and a new powertrain lineup featuring the Subaru Lineatronic CVT. Ev-ery Legacy is equipped as standard with symmetrical all-wheel drive and a perfor-mance- and safety-enhancing system.

The 2010 Legacy 2.5i models are powered by a revised 2.5L four-cylinder Boxer engine, mated to a new 6-speed manual transmission or the available new Lineartronic CVT. The CVT is standard in the Legacy 2.5i automatic models, where it is also equipped with a manual mode and steering wheel paddle shifters.

The 2.5L engine, available as PZEV-

certifi ed, was modifi ed for 2010 to improve performance, responsiveness, and fuel economy up to 31 mpg highway. The engine delivers 170 hp at 5,600 rpm and 170 lb.-ft. of peak torque at 4,000 rpm. The i-Active Valve Lift System (AVLS) ensures

a broad torque curve and smooth response at all engine speeds, while also helping to improve fuel effi ciency. All Legacy models for 2011 feature a larger fuel tank, now 18.5 gallons versus 16.9 gallons in the previous model, to extend driving range.

GP

FIAT 500The new 2012 Fiat 500 was adapted for

American roads and offers engaging driv-ing dynamics, high quality, and advanced technology.

The Fiat 500 comes equipped with the new 1.4L engine with state-of-the-art MultiAir technology, invented and patented by Fiat. Three models, 14 exterior colors, and 14 unique seat color and mate-rial combinations will allow customers to confi gure “their own” Fiat 500 at www.fi a-tusa.com. Standard are a four-year/50,000-mile bumper-to-bumper warranty and four years of unlimited roadside assistance.

This modern-generation Fiat 500 offers high levels of safety, fuel economy, quality, and advanced technology. The vehicle features an all-new fuel-effi cient 1.4L MultiAir engine with eco:Drive Application, state-of-the-art TomTom Navigation with BLUE&ME Handsfree Communication technology, and seven standard air bags. This package is further enhanced with new quality and refi nement adaptations for the U.S. market, including an all-new 6-speed

automatic transmission.Fiat’s new 1.4L engine with state-of-the-

art MultiAir technology powers the 2012 Fiat 500 and reduces emissions while im-proving fuel economy and power, providing 101 hp at 6,500 rpm and 98 lb.-ft. of torque at 4,000 rpm. When paired with the 5-speed manual transmission, the Fiat 500 delivers up to 38 mpg highway and 30 mpg city.

With the all-new 6-speed automatic transmission with Auto Stick, the new Fiat 500 delivers 27 mpg city/34 mpg highway.

Helping the new Fiat 500 achieve 10-per-cent greater fuel effi ciency and power while decreasing CO2 emissions up to 10 percent compared to engines without the system is the world’s fi rst Fully Variable Valve Actua-tion (FVVA) system on a production engine. Also known as MultiAir, this innovative intake valve system replaces a traditional overhead cam with four hydraulic solenoids for instantaneous air-fuel adjustment at any time in the engine cycle for maximum effi ciency and power.


http://www.fi

NG

KENWORTH T800 LNG TRUCK

The Kenworth T800 liquefi ed natural gas (LNG) truck is one of the leaders in the marketplace. The T800 LNG truck offers outstanding performance and effi ciency for port, heavy-duty freight, and vocational applications. Several hundred Kenworth T800 LNG trucks are in service. Most of those serve the Ports of Los Angeles and Long Beach, Calif.

Kenworth was the fi rst truck manu-facturer to offer an LNG fuel system as a factory-installed option. The T800 LNG truck offers an operating range of at least 300 to 500 miles and has a large dash-mounted display to monitor the LNG fuel level. Kenworth LNG vehicles use 95 percent liquefi ed natural gas and 5 percent diesel to power the vehicle.

The T800 LNG is equipped with the 15.0L Westport GX engine, which offers low emissions performance while main-

taining equal horsepower, torque, and effi ciency to diesel-fueled engines. The Westport GX engine is certifi ed to 2010 U.S. Environmental Protection Agency (EPA) and California Air Resources Board (CARB) emissions standards.

A typical Class 8 truck using the

cleaner burning LNG fuel may reduce greenhouse gas emissions by up to an estimated 27 percent, compared to a diesel-fueled truck equipped with a 2010 emission-compliant engine. LNG fuel also may cost from $1 to $1.50 per gallon less than the equivalent diesel fuel.



P

ROUSH CLEANTECH LPG FORD E-450 DRW CUTAWAY

ROUSH CleanTech announced the availability of its liquid propane autogas fuel system for the 2010 and newer Ford E-450 DRW cutaway, equipped with the 6.8L V-10 gasoline engine and 5-speed automatic transmission. The system will work on the 158-inch and 176-inch wheel-base confi gurations.

Propane autogas has a number of advantages over gasoline when used as an automotive fuel. Fleet managers using propane autogas typically see operating costs drop by 40 percent or more, due to the lower cost of fuel and less frequent main-tenance requirements. Propane autogas reduces carbon monoxide emissions by 60 percent, greenhouse gas emissions by 24 percent, nitrogen oxide emissions by 20 percent, as well as particulate emissions

when compared to gasoline. More than 97 percent of the propane currently used in the U.S. comes from domestic supplies, making it a stable fuel source and reducing dependence on foreign oil.

The ROUSH CleanTech fuel system for the Ford E-450 DRW Cutaway is EPA and CARB certifi ed, maintains

the factory Ford warranty, and can be purchased as a Ford ship-thru system to install on new vehicles or as a retrofi t for vehicles already in service. Converting a Ford E-450 cutaway to run on propane autogas with a ROUSH CleanTech fuel system results in no loss of horsepower, torque, or towing capacity.

NATURAL GAS

PROPANE

NG

P


San Diego, CA

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SHOWCASE TRANSIT


GILLIG HYBRID ELECTRIC TRANSIT BUS

Hayward, Calif.-based Gillig LLC manufac-tures the Hybrid Electric transit bus, built on a stainless steel low-fl oor chassis in 29-foot, 35-foot, and 40-foot options. Made with a recyclable aluminum body structure, the bus comes with a Cummins ISB engine with par-ticulate fi lter, Allison EP40 drive system, and DINEX I/O multiplex electrical system.

Some advantages of hybrid buses include signifi cantly less fuel use and reduced emissions (98.4 percent cleaner than the buses they replace), and quieter operation, according to the company. For the stop-and-go duty cycle of transit applications, hybrid engines are effective because electric motors develop maximum torque at slow speeds and are suited for frequent quick starts. In addition, the drive system can recapture lost braking energy and store its electrical power in the batteries.

The hybrid bus blends power sources to

IC BUS HC HYBRID SERIES

The HC Hybrid Series by IC Bus, a Navistar company, is powered by a MaxxForce DT diesel engine in combination with a factory-installed Eaton Electric Parallel Drive hybrid system with lithium-ion battery pack and built with heavy-duty frame and axles. The HC Series hybrid-electric bus has 660-860 lb.-ft. torque capacity, as well as a 44kW electric motor located between the engine and the automated manual 6-speed trans-mission. It also features soft-ride parabolic front supension, air-ride rear suspension, and air brakes with anti-lock braking system (ABS) and air dryer. The bus utilizes a Leece-Neville 270-amp alternator and features tilt steering and cruise control. Regenerative braking recharges batteries and leads to reduced braking and engine wear, according to the company.

The bus seats up to 41 passengers. With a 96-in. wide body, the bus body features

optimize effi ciency, and variable gear ratios help adapt it to both stop-and-go driving and high-speed operation, according to Gillig.

Gillig vehicles use standard-size tires that last longer, ensuring fewer tire carcasses go

to landfi lls, the company stated. Quick-change skirt panels enable less repair material to be used during damage repair.

The buses can also run on B-20 biodiesel.www.gillig.com

an all-steel inner cage structure as well as other steel features and includes a sound-deadening package. Bus exterior features include disc wheels, aluminum rub rail, side directional lights for vehicles 31-feet or longer, rust inhibitor, and full body un-dercoating.

According to IC Bus, the bus is able to reach up to a 32-percent improvement in fuel economy, up to 35-percent reduction in NOx emissions, and up to 85-percent reduction of particulate matter.

The diesel powertrain remains fully opera-tional in the event the hybrid drive unit goes offl ine. It is also approved for biodiesel fuel use. www.icbus.com

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http://www.gillig.com

http://www.icbus.com

June 6-8, 2011San Diego Convention Center

San Diego, CASan Diego, CASan Diego Convention CenterSan Diego Convention CenterSSSS

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Lead Media Sponsor:

Come to Government Fleet Expo & Conference, the only national event catering solely to all levels

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SHOWCASE

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http://www.GovFleetExpo.com


AF0111roush.indd 1 12/13/10 12:58:16 PM

The U.S. fl eet industry can learn much

from its European counterparts. Ve-

hicle asset management in the European

Union (EU) is very sophisticated and, in

many cases, on the cutting edge of best

practices in fl eet management. I enjoy stay-

ing abreast of European asset management

trends, and my favorite publication is Fleet

Europe, which does an excellent job in cov-

ering the pan-European fl eet market. Th ere

are many similarities between the U.S. and

European fl eet markets. However, there are

also key diff erences. While green fl eet ini-

tiatives are common to both markets, the

concept originated with European fl eets.

One early reason sustainability was em-

braced by European fl eets is because the

EU was a signatory of the 1997 Kyoto Pro-

tocol, which set binding targets for reduc-

ing greenhouse gas (GHG) emissions.

Embracing Green Fleet Initiatives

As European corporations scrambled to

quantify their carbon footprints, it was dis-

covered that fl eet vehicles were oft en the

key contributors to corporate CO2 emis-

sions. Many European-headquartered

companies established benchmarks to re-

duce their carbon footprint. One example,

among many, is the Danish-headquartered

healthcare company Novo Nordisk, which

is using its calculated carbon footprint as

a baseline from which to reduce its future

fl eet emissions. Th e company set a goal in

2007 to reduce emissions by 5 percent per

year annually through 2012.

Another example is Schindler, a Swiss-

headquartered multinational operating

a worldwide fleet of more than 17,000

vehicles. Early on, Schindler discovered

its vehicle fleet was responsible for 64

percent of its global carbon footprint.

This realization prompted it to calculate

total cost of ownership (TCO) in an

entirely different way. As with all fleets,

Schindler had TCO targets to reduce the

cost of operating its fleet; however, it

modified its TCO calculations by adding

an “ecology target.” In addition to specific

reductions in CO2 emissions, Schindler

also targeted NOx emission reductions.

As a global fleet, Schindler implemented

a worldwide program to reduce fleet

CO2 emissions on a country-by-country

basis. Each country operation is given a

goal of 10-percent per-year reduction

for the next three years. The current

10-percent reduction program, which is

the minimum goal, will continue until

2013. As Schindler attains each goal, a

new target is set to lower annual carbon

emissions even further.

Assisting European fl eets in quantifying

their carbon footprint are European do-

mestic OEMs, which include GM, Ford,

and Toyota. All European OEMs publish

the grams of CO2 emitted by their vehicles

per kilometer in their spec guides. Fleets

factor this data in their acquisition deci-

sions and TCO calculations.

Another fl eet incorporating CO2 emis-

sions as a criterion in vehicle selector de-

cisions is Philips Electronics North Amer-

ica. “CO2 emissions must have independent

weight beyond fuel economy inclusions

within TCO,” said Gage Wagoner, senior

manager NA fl eet for Philips Electronics

North America.

Turning Point Fast Approach-ing with U.S. Fleets

Senior management at many U.S. com-

panies continue to support corporate sus-

tainability and green fl eet initiatives de-

spite the slow economy. Th e number of

fl eet managers who are measuring fl eet

emissions has soared — from 28 percent

in 2008 to 49 percent in 2010, according

to a study by PHH Arval.

Th ere are a many U.S. fl eets imple-

menting world-class sustainability pro-

grams, such as AT&T, PepsiCo, Coca-Cola,

Johnson & Johnson, FedEx, Johnson Con-

trols, and UPS, to name but a few. Global-

ly, one of the fl eet sustainability leaders is

Abbott, which over the past six years has

been striving to become a carbon-neutral

fl eet. Abbott has reduced emissions by us-

ing hybrids and more fuel-effi cient vehi-

cles. Abbott is the “poster child” illustrating

that going “green” can result in signifi cant

fl eet cost savings.

In the past, “green” was diffi cult to “pen-

cil out” when calculating vehicle lifecycle

costs, but those days appear to be ending.

Here’s what a fl eet manager of a U.S. For-

tune 50 company said: “Th e green initia-

tives (in the U.S.) are approaching a turn-

ing point. Past environmental progress

always needed to be cost neutral, or to en-

compass savings, in order to proceed. We

are rapidly approaching a point where the

roadblock of cost-neutral options may not

hold sway as they have in the past. A re-

duction in GHG may be its own reward.

We are not there yet, but I believe it is fast

approaching.”

To calculate the true cost of ownership,

you also need to calculate your fl eet’s en-

vironmental impact. Th e time has come

to incorporate a sustainability criterion

in lifecycle costing. Critics may view cost

reduction goals and sustainability goals

as contradictory targets. However, Euro-

pean fl eet managers will tell you a green

fl eet program lowers TCO by decreasing

fuel consumption.

Th ey’ve proven it works and have been

doing so for years.

Let me know what you think.

[email protected]

Time to Add a New Component in Calculating Total Cost of Ownership

GREEN TALK

MIKE ANTICH

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The Choice Is Clear — And Clean.Your fleet can get the same horsepower and torque performance as gasoline for 30% less in fuel costs –

and with 60% fewer emissions — thanks to ROUSH CleanTech Liquid Propane Injection fuel systems.

Propane autogas fuel systems by ROUSH CleanTech let you operate on a price-stable, North American-

sourced fuel with no engine modifications required. That means you’ll get all the benefits of propane

autogas, with no compromises in your vehicle’s factory warranty protection.

PERFORMANCE: IDENTICAL

VEHICLE WARRANTY: IDENTICAL

FUEL COSTS: 30% LESS

EMISSIONS: 60% LESS

PROPANE AUTOGAS VS. GASOLINE

800.59.ROUSH ROUSHcleantech.com

2007.5 – 2008 2009 – 2010 2009 – Newer 2009 – Newer 2009 – NewerFord F-150 Ford F-250 / F-350 Ford E-150 / E-250 / E-350 Ford E-350 DRW Cutaway Ford E-450 DRW Cutaway(5.4L V8) (5.4L V8) (5.4L V8) (5.4L V8) (6.8L V10)

UPFITS AVAILABLE

THE ZERO COMPROMISE ALTERNATIVE FUEL SOLUTION

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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

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green fleet magazine may/june 2011

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