Seth Skydel – Page 8 – Utility Fleet Professional

Growing Interest

Written by Seth Skydel on March 13, 2012. Posted in Smart Fleets.

Featuring a larger expo hall where a wide range of vehicle systems in or nearing production for electric, plug-in hybrid, hybrid electric, hydraulic hybrid and work-site electrification were on display, the newly renamed Hybrid, Electric and Advanced Truck Users Forum (HTUF) held its annual meeting in Baltimore this past fall. The 2011 HTUF conference also had very significant participation from hybrid and electric truck manufacturers and suppliers, as well as fleets.

Utility Working Group
The HTUF Hybrid Utility Truck Working Group, consisting of more than 20 large fleets focusing on platforms for the utility industry and related uses, is now actively working on Class 4 and 5 applications and is reviewing plug-in hybrid requirements. This group is credited with fostering the launch of Class 6 and 7 commercial hybrid trucks from several manufacturers and has as parts of its current focus aerial lift trouble or “bucket” trucks in the medium- and heavy-duty weight range.

For the development of Class 4 and 5 hybrid work trucks, the working group is committed to developing preproduction vehicles for field evaluation. On its list of key performance parameters that will form the basis for vehicle specifications are:

• Reliability and durability that meet or exceed baseline vehicles
• Fuel economy improvement of 50 percent over baseline vehicles
• Payload loss of a maximum 500 pounds
• Engine-off power or idling for two to three hours at work sites
• Acceleration rate of a loaded unit that meets or exceeds baseline vehicles
• Startability of 15 percent at 20 mph
• Body and boom that are interchangeable with baseline trucks
• Gradeability of 15 to 30 percent at GVWR
• Top speed of 65 to 75 mph
• Fuel preference for diesel
• Engine-off electric drive or “Creep Mode” available up to 20 mph
• Variable shift points and RPM settings for different applications
• Exportable power of 3.5 kW single phase that meets industry standards
• Towing ability of 1,000 pounds
• In-cab display for driver feedback

Telecom Working Group
The HTUF Telecom Working Group released a request for information to OEMs and suppliers for Class 2 to 4 hybrid or ePTO trucks used in trouble response, spooling/splicing or light aerial applications. Respondents met with the working group at the recent conference and had the opportunity to ask direct questions of telecom companies. Vehicle specifications and key performance parameters are being refined and plans call for demonstration trucks to be available starting in late 2012.

HTUF is a national user-driven program to speed the commercialization of medium- and heavy-duty hybrid and high-efficiency technologies. It is operated by CALSTART in partnership with the U.S. Army’s National Automotive Center, with project support from the Hewlett Foundation and the Department of Energy. Visit www.htuf.org for more.

Electric Vehicles
CALSTART’s E-Truck Task Force (E-TTF) also met during the HTUF 2011 National Conference. The goal of the E-TTF is to speed and support effective electric truck production. The key recommendations of the task force are as follows:

• Call on industry to institute a battery-leasing model, link sales expansion to adequate parts and support networks, and increase quality control.
• Maintain or increase research and development for these technologies.
• Seek support incentives for incremental costs.
• Encourage fleets to require a service turnaround minimum before purchase.
• Create a commercial electric truck charge rate and eliminate/reduce demand charges.
• Create a clearinghouse for data-sharing on e-trucks.

To address the need for better guidance on building a business case for e-trucks, the task force developed an “E-Truck Business Case Calculator” that illustrates the best applications and ways to use an electric truck to recoup the initial purchase investment.

To help e-truck fleets understand their options, trade-offs and costs when setting up an EV charging infrastructure, the E-TTF created an infrastructure planning template based on fleet size. The template addresses power requirements, cost estimates, site considerations and availability of subsidies.

The E-TTF recommendations are now being used as an action plan for industry, fleet and policy activities. After receiving feedback on the E-TTF’s findings and proposed recommendations, CALSTART will publish this information. Visit www.calstart.org/Projects/E-Truck-Project.aspx for more.

EEI Guidebook
Edison Electric Institute (EEI) has released a guidebook to help utilities prepare for new electric cars and trucks. The report, “The Utility Guide to Plug-In Electric Vehicle Readiness,” acts as a road map for electric utilities to get the most benefit from this innovative technology.

The EEI guide focuses on the four areas that every electric utility will need to address to make sure they are ready for plug-in electric vehicles (PEVs) to plug into their service area:

• Getting the utility up to speed – The structure and organizational changes that a utility will need to address, as well as the value of adding PEVs to their fleets.
• Enhancing the customer experience – The educational topics and communication channels that will help utilities get their PEV-owning customers up to speed.
• Key passengers to include – The guide offers advice on engaging key third parties such as state regulators; federal, state and local governments; and additional stakeholder collaborations.
• Plugging into the grid – This section looks at how much power PEVs use, ensuring grid and distribution system readiness; helping customers plug in; and streamlining the charging station installation process.

To download a copy, visit www.eei.org/newsroom/energynews/Pages/20111115.aspx.

Smith Electric Vehicles Expands Production
Smith Electric Vehicles Corp. has announced it will expand its U.S. operations in 2012 by adding a manufacturing facility in New York to build the zero-emission Newton, its all-electric medium-duty vehicle.

The Newton is offered as a chassis cab that can be configured for use in utility operations. The vehicle is offered in a GVW range from 16,500 to 26,400 pounds and in 154-, 177- and 201-inch wheelbases. The Newton has a range of up to 150 miles.

The new facility, Smith’s second U.S. manufacturing, sales and service center, will join existing operations in Kansas City, Mo. The first Newton vehicles are planned for production in New York in the second half of 2012. Smith’s investment in its new plant is being augmented by city and state incentives of approximately $11 million.

New York Governor Andrew Cuomo has also announced the development of a federally funded, multiyear commercial electric vehicle buyer incentive program to accelerate adoption and allow for fleet conversion throughout New York. The New York State Department of Transportation has committed $10 million in federal Congestion Mitigation and Air Quality funding for the first year, which will be offered in the form of vouchers of up to $20,000 per vehicle. The program will be managed by the New York State Energy Research and Development Authority, and will offer voucher incentives to the purchasers of any qualified all-electric vehicle over 10,000 pounds GVW regardless of manufacturer. Visit www.smithelectric.com for more.

Protean Electric Projects Retrofit Market Growth
An all-new retrofit market will grow to a half-million vehicles by 2020, according to Protean Electric, which has developed an in-wheel motor electric drive system for light-duty vehicles. “Rising operating costs, shrinking budgets and green mandates are hard to balance when your fleet still has a job to do every day,” said Ken Stewart, Protean’s vice president of sales and marketing. “The time is right for a system that can add the benefits of this technology to light-duty vehicles that are already in service.”

The vast majority of this new retrofit market will come from converting light-duty government and commercial fleets. The Protean Drive in-wheel solution, which can be integrated into a broad range of vehicles, uses motors that can be fitted to conventional rear axles and installed in the space behind a wheel to produce up to 110 HP. Each motor has its own self-contained inverter controller. Visit www.proteanelectric.com for more.

PG&E Helps Unveil VIA Motors eREV
Pacific Gas and Electric Company joined VIA Motors in unveiling the first extended-range electric pickup truck for utilities. The utility partnered with VIA in 2008 to develop the trucks, called extended-range electric vehicles or eREVs, and already operates two of the trucks.

The VIA Motors eREV powertrain, powered by Symetron SmartDrive, was designed to work in light-duty trucks from GM, Ford and Dodge. An extended-range electric work truck comes with an optional onboard inverter that can be used in place of a tow-behind generator. The eREV trucks run the first 40 miles solely on electricity before switching to gasoline. For electric utilities, the trucks potentially can provide on-site power using a 15 kW capacity inverter.

In addition to the full-size pickup, VIA will offer a four-wheel drive SUV and a three-quarter-ton cargo van. The company has begun taking orders for its extended range electric pickup. Production is scheduled to begin in 2012. Visit www.viamotors.com for more.

Freightliner Custom Chassis Corporation and Enova Partner to Unveil Green for Free Program
Freightliner Custom Chassis Corporation (FCCC) and Enova, a developer of hybrid-electric and all-electric drive systems and drive system components, have launched a program to make electric vehicles more accessible to fleets.

The Green for Free program allows fleets to purchase all-electric vehicles for the cost of a diesel-powered commercial vehicle. The savings fleets incur from the reduced maintenance and fuel savings of the electric vehicles are then used over a period of time to cover the incremental expense of the technology. FCCC and Enova plan to deploy a total of 3,000 alternative-fuel vehicles within a two-year time frame beginning no later than the third quarter of 2012 as a result of the Green for Free program.

The Green for Free program will utilize the FCCC All-Electric Walk-in Van chassis powered by the Enova drive system. Enova and FCCC developed an integration method for both new and retrofit applications. FCCC’s all-electric chassis is built upon the FCCC MT-45 chassis with a GVWR of 14,000 to 19,500 pounds. Visit www.freightlinerchassis.com and www.enovasystems.com for more.

Propane
Trucks fueled by propane autogas, coupled with the cleaner-burning properties of propane, can decrease maintenance costs and extend engine life, according to the Propane Education & Research Council. Vehicles fueled by propane autogas, the most widely used alternative fuel, emit up to 12 percent less carbon dioxide, about 20 percent less nitrogen oxide and up to 60 percent less carbon monoxide than gasoline‐powered vehicles. More than 270,000 vehicles in the United States run on propane autogas, according to the U.S. Department of Energy.

Light- and medium-duty trucks fueled by propane autogas are available from industry-leading manufacturers, including Ford Motor Company, through collaboration with ROUSH CleanTech and General Motors, and through collaboration with CleanFUEL USA. The North American market for vehicles fueled by propane autogas is gaining momentum as more fleet managers become aware of the environmental and economic advantages.

Southern California’s City of Cypress is using ROUSH CleanTech propane autogas vehicles. The city added two Ford F-250 pickups fueled by the alternative fuel. “The City of Cypress is always looking for opportunities to put green vehicles in our fleet, and it’s important to move toward greener fleets when possible,” said Doug Dancs, the city’s director of public works. “Plus, the choice for propane was an easy one since we have had a propane fueling station in place since the early 1980s.”

King County, Wash., is also using vehicles that operate on propane autogas. Its fleet now includes seven Ford F-250s, one Ford F-350 extended cab pickup and one Ford E-250 cargo van with ROUSH CleanTech systems. “Public fleets in particular have a responsibility to take the lead and take steps to achieve significant greenhouse gas reductions within their own fleets,” said Robert Toppen, King County Department of Transportation equipment supervisor.

Visit www.autogasusa.org, www.roushcleantech.com and www.cleanfuelusa.com for more.

Compressed Natural Gas
Compressed natural gas (CNG) is an abundant domestic alternative fuel that offers significant advantages over gasoline. CNG’s per-gallon equivalent is 30 percent less expensive. In many areas of the country there is already infrastructure in place to effectively operate natural gas vehicles and more public-access fueling stations are becoming available. Another major advantage of CNG is 25 percent fewer CO2 emissions than standard gasoline-powered engines.

Strategic Partnership to Produce Natural Gas Vehicles
Leggett & Platt Commercial Vehicle Products (L&P CVP) has partnered with Landi Renzo USA to implement alternative fuel systems using CNG. L&P CVP will install Landi Renzo’s CNG fuel system at its Ford ship-thru facility in Elyria, Ohio, and will offer three- and four-tank options for installation on Ford’s E-250 and E-350 Cargo and Passenger vans. The 21 and 27 gasoline-gallon-equivalent tanks are part of a system that complies with Federal Motor Vehicles Safety Standards and Regulations, is certified by the EPA and is 50-state compliant through CARB. Visit www.leggettcvp.com and www.landiusa.com for more.

IMPCO Receives CARB Certification
IMPCO Automotive, a business unit of Fuel System Solutions Inc., has received certification by the California Air Resources Board (CARB) for its CNG fuel systems on several Ford and General Motors vehicles. Included are:

• Ford E-150/250 and 250 Econoline vans with the 5.4-liter V8 engines
• Ford E-450 Econoline cutaway cab chassis with the 6.8-liter 2v V8 engines
• Ford F-450/550 Super Duty trucks with the 6.8-liter 3v V8 engines
• General Motors 2500/3500 Express/Savana vans with the 4.8-liter and 6.0-liter V8 engines
• General Motors 4.8-liter V8 engine for heavy-duty applications – 10,001 to 14,000 pounds GVW
• General Motors 6.0-liter V8 engine for heavy-duty applications over 14,000 pounds GVW

Achieving CARB certification is especially important because several states have either adopted or are in the process of adopting California’s strict emissions standards. These states include New York, New Jersey, Massachusetts, Maine, Connecticut, Rhode Island, Pennsylvania, Vermont, New Mexico, Oregon, Washington, Maryland and Florida. IMPCO previously received certification from the U.S. Environmental Protection Agency (EPA) for these vehicles.

Now fielding IMPCO-powered vehicles is the City of Chicago, which has ordered up to 40 CNG-powered Chevrolet Express vans and as many as 40 CNG-powered Chevrolet Silverado pickup trucks. The dedicated CNG fuel systems will be installed on the Chevrolet Express vans at IMPCO Automotive’s alternative fuels conversion plant in Union City, Ind. The fuel systems for the trucks will be installed by IMPCO Automotive’s certified installation partner, Auto Truck Group, in Bartlett, Ill. Visit www.impcoautomotive.com for more.

Daimler Trucks North America Produces 1,000th Natural Gas Truck
Daimler Trucks North America, parent company of Freightliner Trucks, turned over the key to its 1,000th natural gas truck. Freightliner’s natural gas vehicles, including the M2 112 and 114SD, are powered by the Cummins Westport ISL G 8.9-liter engine, the only factory-built, dedicated natural gas engine available in the commercial vehicle market. These factory-installed and warranty-covered CNG tanks come in 60 diesel gallon equivalent (DGE) and 75 DGE configurations.

Freightliner Trucks has also announced that DeKalb County, Ga., has ordered 24 Freightliner Business Class M2 112 CNG trucks. DeKalb County will power the new trucks using its methane gas-to-energy process. The program, which was launched in 2011, converts landfill waste to useable natural gas. By converting the waste to energy, DeKalb County produces enough electricity to run 2,500 homes and will produce enough natural gas to run 600 trucks. To support the gas-to-energy program, DeKalb County is also building two fueling stations. Visit www.freightlinertrucks.com for more.

Hybrids

Hybrid Systems Achieve 200 Million Miles of Service
Eaton Corporation has announced that that customers of its hybrid systems have collectively accumulated more than 200 million miles of service, reducing diesel fuel consumption by 8 million gallons and harmful emissions by 80,000 metric tons. More than 5,500 of Eaton’s hybrid systems are in use today worldwide on trucks and buses. In addition to hybrid electric systems, Eaton began commercial production of its hybrid hydraulic system known as Eaton Hydraulic Launch Assist or Eaton HLA in the fall of 2010.

Eaton has also announced a program that lowers the service replacement cost for its hybrid power systems electronics carriers (PECs) and said it will offer two auxiliary power generator (APG) options for its hybrid electric power systems.

“We are now entering the period when the early adopters of hybrid technology are beginning to require service of the hybrid power batteries outside the factory warranty period,” said Gerard Devito, director of engineering, Eaton Hybrid Power Systems Division. “We are committed to helping fleets receive real value in running cleaner, greener fleets by continuing to lower the overall cost of ownership for hybrid systems and provide a positive return on investment.”

The new program significantly lowers the purchase price of PECs by up to half for utility applications. A standard aftermarket warranty of one year on parts and labor applies, with a two-year extended protection plan available at an additional cost. Starting in October 2011, the program became available through dealerships that elect to participate in this program and are authorized to service Eaton Hybrid Power Systems.

In addition to the PEC service replacement program, Eaton has announced it will offer two APG options in 2012 that will allow fleets to run vital equipment from the vehicle without requiring the engine to idle for power generation. The APG options will meet the power needs for customers using 115-volt single-phase tools and 208-volt three-phase loads. Visit www.eaton.com/hybrid for more.

BAE Unveils Scalable Hybrid Solution
The new BAE Systems HybriDrive family of heavy-duty hybrid electric propulsion systems is scalable to meet a wide range of truck platforms, vocations and duty cycles, including those for hybrid utility trucks. HybriDrive Parallel is based on a single electric machine integrated with the engine and the transmission on medium- to heavy-duty trucks.
www.baesystems.com

International DuraStar
The International DuraStar Hybrid, a diesel hybrid electric medium-duty truck is available with a choice of engines. Included are the MaxxForce 7 in ratings from 220 to 300 HP and 560 to 660 lbs./ft. of torque; the MaxxForce DT with automatic and manual driveline options and eight ratings from 215 to 300 HP and 560 to 860 lbs./ft. of torque; and the MaxxForce 9, also with a full range of automatic and manual driveline options and ratings up to 350 HP.

International’s hybrid vehicle is also equipped with the company’s Diamond Logic Electrical System, which integrates body equipment and the hybrid powertrain as a single piece of equipment. The programmable system features self-calibrating gauges that provide an audible alarm and visible LED indication when displaying a value out of normal operating range. Onboard diagnostics monitor electrical modules and capture diagnostic faults, and trouble codes are stored and displayed on the instrument panel’s built-in LCD screen. The International DuraStar Hybrid can also be equipped with the OEM’s AWARE vehicle intelligence system to allow for real-time data collection, reporting and analysis. Visit www.internationaltrucks.com for more.

XL Hybrids Conversion Systems
A hybrid conversion that transforms new or existing Class 1 through 3 vehicles into hybrid electric units is being readied for sale in 2012 by XL Hybrids. Designed for cargo, utility and shuttle vans and pickup trucks, the system has been undergoing pilot trials with select customers. XL Hybrids adds an electric motor, a lithium-ion battery pack and control software to the vehicle without making significant modifications to the engine or transmission. The parallel hybrid system can be installed as a retrofit on existing vehicles through a network of installation partners or as an upfit onto a new vehicle before delivery from a dealer. Visit www.xlhybrids.com for more.

Keeping Up

Written by Seth Skydel on March 13, 2012. Posted in Editor's Perspective.

The hardest part of putting together the Spring 2012 issue of Utility Fleet Professional was not finding enough material to fill the pages. The real challenge was determining what to include from the very large volume of information we had available.

If you’re attending The Work Truck Show, you’ll know exactly what I mean. On display at the annual event are the latest technologies from more than 550 exhibitors. Also featuring a large expo of products was the Hybrid, Electric and Advanced Truck Users Forum (HTUF) annual meeting this past fall.

We made room in this issue for coverage of developments reported to us about electric, propane, compressed natural gas and hybrid vehicles; reports from industry conferences on fleet management practices; and details of the latest shop and vehicle technologies being offered by the industry’s leading suppliers.

There were a couple of things we had to leave out, but only because they are developments that we will be learning much more about in the not-too-distant future and will most certainly cover extensively in upcoming issues.

Bright Automotive, for example, is ramping up for a 2014 launch of its IDEA plug-in hybrid electric vehicle (PHEV). The all-wheel-drive platform is the result of a 2010 strategic partnership with General Motors, which is providing engines and parts. Bright currently has several prototypes of its PHEV powertrain in the field.

We have also learned about a global effort that is leading toward the eventual introduction of Class 3-5 hybrid trucks by Mitsubishi Fuso Truck of America (MFTA). At the 2011 Tokyo Motor Show, MFTA’s parent company, Mitsubishi Fuso Truck and Bus Corporation, a part of the Daimler Trucks Division of Daimler AG, unveiled the second-generation model of its light-duty Canter Eco Hybrid, which is reportedly 40 percent lighter than the original 2006 model and has shown 30 percent better fuel economy than diesel-powered models.

Todd Bloom, president and CEO of MFTA, explained that the hybrid technology is in place and the payback on an investment in these vehicles is verifiable. Now, he said, the goal is to address emissions and safety standards so the Canter Eco Hybrid can join MFTA’s line of Canter FE/FG Class 3 through 5 cabovers in the U.S.

We are also planning to follow developments as Toyota and Ford work together to develop hybrid trucks and SUVs that will be ready for market by the end of the decade. The two companies announced the plan in late summer of last year, noting that they will collaborate on product development for the future rear-wheel drive hybrid vehicles and help each other meet stringent U.S. fuel economy standards.

All things considered, there is plenty to read about in this issue and we hope you agree that we made wise choices about what to include. Looking ahead, we’ll be steadfastly following all the industry’s developments and giving you even more valuable information.

Seth Skydel
Editor

Progress Report

Written by Seth Skydel on March 13, 2012. Posted in Technology.

Successfully implementing new technology into fleet operations is a major challenge for managers. In the past few years, perhaps no greater challenge has been faced than the adoption of 2010 emissions-compliant diesel engines. During the 2011 Electric Utility Fleet Managers Conference (www.eufmc.com), two fleets detailed their programs and the performance of these engines in their operations.

Since the most recent diesel engine emissions standards took effect at the beginning of 2010, trucks equipped with selective catalytic reduction (SCR) engines have been fitted with diesel exhaust fluid (DEF) tanks. DEF is a necessary component of emissions compliance using SCR technology.

Georgia Power Company
A subsidiary of Southern Company, Georgia Power Company (GPC) is an investor-owned utility serving 2.3 million customers in the state of Georgia. Its fleet includes 4,500 units, half of which are vehicles. Steven Hopkins, manager, fleet technical services, oversees engineering, maintenance, testing, procurement and financial issues for the fleet, and serves as the team leader for Southern Company’s fleet engineering team.

“By 2011,” Hopkins said, “about 10 percent of our total diesel fleet of 1,128 units had 2010 and newer engines. That included 96 Cummins-powered Freightliners and 17 Fords. By 2015 we project that half of the diesel fleet, or about 573 vehicles, will have engines that require DEF.”

Diesel-powered trucks at GPC typically travel 12,000 miles and run on-site for 1,200 hours per year. Average per day idle time for these vehicles is six hours.

To meet its DEF needs, Hopkins reported, GPC awarded a contract to Brenntag North America, the manufacturer and distributor of TerraCair Ultrapure DEF. Brenntag, an OEM supplier for GM, Ford, Chrysler, Freightliner, VW and BMW, offers its product in 2.5-gallon containers, 55-gallon drums and 330-gallon bulk totes.

“For the next couple of years we’re providing DEF in 2.5-gallon containers at our fleet service centers,” Hopkins related. “We will also be installing heated cabinets at fuel islands in higher usage locations to make it more easily available. DEF tanks are usually filled every three or four weeks, or after approximately 1,000 miles and 100 hours of idling.

”As usage increases we plan to upgrade to 55-gallon drums or 330-gallon totes,” Hopkins continued. “Replenish intervals will be a moving target as more emissions-compliant units are added to the fleet and are something our fleet parts department will be monitoring.”

DEF handling concerns at GPC follow Southern Company safety and health rules. Dispensing always takes place in well-ventilated areas. All employees are already required to wear safety glasses in the work environment, which includes the fuel island, and when adding DEF, the use of impervious gloves such as nitrile, Viton or butyl for DEF handling is recommended. Hopkins also pointed out that the 2.5-gallon DEF containers are equipped with a tubular spout that inserts into the filler neck of the DEF tank to minimize the possibility of splashes and spills during the filling process.

“We have not had any maintenance issues with the 2010 engines and no drivability concerns have been reported,” Hopkins said. “The use of DEF has not presented any issues for our vehicle operators, except for adding the product as needed. It’s just another thing to be responsible for monitoring.”

AmeriGas Propane
A supplier of services to more than 1.3 million customers in nearly 50 states, AmeriGas Propane provides home and commercial deliveries of bulk fuel and cylinders. In the company’s fleet operation are more than 7,900 units, including 5,158 vehicles. By the end of 2012 there will be almost 700 AmeriGas units with newer emissions-compliant engines, including 190 vehicles purchased in 2010, 352 added in 2011 and 388 projected in 2012.

AmeriGas is moving ahead to transition its fleet, noted Jay Massey, corporate fleet manager, in part because the rules changed in California. “We needed to replace 32 trucks in California by the first of this year and will need to replace 138 trucks by 2013,” he said. “Our plan is to move 2007 and newer units into California throughout the year, in addition to sending new trucks.

“That needs to happen soon,” Massey added. “As the order cycle continues to get elongated with OEMs and with builders, it’s urgent we place orders as early in April as possible to meet a fall build schedule.”

For its 2010 and newer models, Massey related several upfit issues that had to be addressed. “We needed clear inside and outside frame rails, and had to determine DEF, air and fuel tank, along with air dryer and battery locations,” he said. “We standardized on a vertical exhaust, but some emissions component routing conflicted with air suspension placement, forcing us back into spring ride on some initial units. We also had a PTO access issue to resolve.”

Driver training was also on the fleet’s agenda. Included was helping drivers interpret system alerts and understand how to respond to protect the asset. On the fleet’s 2010 models, the DEF tank was positioned where batteries and air tanks were previously located, and each unit was equipped with a separate DEF fuel gauge.

“We anticipated about 2 percent DEF consumption, or about 1 gallon of DEF for every 50 gallons of fuel,” Massey reported. “Based on the number of units in the fleet, that lets us plan for inventory needs. Initially, we purchased DEF from truck dealers and some retail outlets. Now, virtually all major truck stops and some large fuel providers are carrying DEF. We also have to consider on-site storage based on the number of units at a domicile location consuming DEF and the ability to store it in a climate-controlled environment.”

Massey explained that different vehicles have different size onboard DEF tanks ranging in capacity by OEM and vehicle type. For example, straight chassis units had 6-, 9- or 13-gallon tanks and tractors are equipped with 23 gallons of DEF capacity. All DEF tanks in the fleet are heated plastic models.

“It’s too early to see if one manufacturer or another has a better truck from a maintenance standpoint,” Massey stated. “Routine maintenance on these vehicles has been primarily preventive and, compared to non-DEF units, has been cost and time neutral.”

Potentially offsetting the higher cost of the latest emissions-compliant engines – as much as $6,500 more for trucks and $9,500 more for tractors in 2010 – is the indication of a slightly better half-mile per gallon increase in fuel efficiency and less non-PM maintenance. Analyses have also revealed a cost per mile for 2010 and 2011 models about equal to or less than 2008 and 2009 trucks.

“Performance is still to be determined,” Massey said, “but we have noticed some improvement and we’re getting good indications about throttle response and fewer occurrences of system regenerations based on driver feedback and other reporting.”

DEF and Storage, Dispensing and Testing Technologies
Nontoxic but corrosive to aluminum and carbon steel, DEF must be stored onboard and on-site in tanks made of stainless steel or plastic. In addition, DEF is sensitive to both extreme cold and high ambient temperatures, requiring adequate climate-controlled systems. Available today are the following:

Old World Industries offers BlueDEF for use in on-highway engines in 1- and 2.5-gallon containers, 55-gallon drums, and 275- and 330-gallon totes. The company also provides a variety of dispensing systems and offers the BlueDEF Equipment Program, an installation, service and maintenance network, as well as a DEF Equipment Training Program for service and support technicians. Visit www.bluedef.com for more.

Terra Environmental Technologies (TET) produces DEF that is sold under the TerraCair brand name, including the newly introduced TerraCair Ultrapure DEF, in 1- and 2.5-gallon jugs, 55-gallon drums, 330-gallon totes, 5,000-gallon tankers and 20,000-gallon railcars. TET also offers dispensing equipment installation and training services to DEF users, including fleets with in-house systems. Visit www.tet-terra.com for more.

Colder Products Company is offering its DrumQuik PRO closed-dispensing solution for extracting DEF from drums, small containers and totes. The system is in use by DEF suppliers, including Airgas Specialty Products and Balcrank Corporation, who offer it as a stand-alone component or as part of a package in both fixed and portable pumping systems. Visit www.colder.com/Specialties/DrumQuik/DrumQuikHome.aspx for more.

Gilbarco Veeder-Root offers its Encore S DEF and Encore S DEF + 1 along with the new Atlas DEF dispenser. The products are fully compatible with the company’s Gasboy dispensers and other existing fuel management systems. The DEF dispensers are installed in a thermostat-controlled, heated cabinet that prevents DEF from freezing or crystallizing. Visit www.gilbarco.com for more.

Powerblanket wraparound DEF heaters are available for totes, pumps and dispensing units. Utilizing the company’s GreenHeat Technology, the heated enclosures can be used on metal and plastic containers. Standard models are available for 275- and 330-gallon tote sizes, and custom sizes are offered. The heaters can provide several hours of protection in the event of a power failure. Visit www.powerblanket.com for more.

Reichert Technologies DEF-Chek testers for measuring the correct concentration of DEF can be used to perform quality control checks on bulk supplies and vehicles. The tester accurately measures DEF for the right urea content, providing a digital measurement in seconds. The Reichert Digital DEF-Chek tester is powered by two AAA batteries. Visit www.reichertai.com/automotive.html for more.

Resale Value

Written by Seth Skydel on October 24, 2011. Posted in Management.

An important part of any fleet manager’s responsibility is the remarketing of used vehicles. For a growing number of fleets, the highest used values are being realized by turning to auction companies that specialize in the disposal of used utility vehicles and equipment.

In a recent roundtable discussion with Utility Fleet Professional Editor Seth Skydel, representatives of three leading auction companies discussed the trends that are impacting their remarketing choices and success, and the reasons that utility fleet managers should consider auctions as they manage their fleets’ remarketing efforts.

Roundtable Panel
Richard Aldersley, Divisional Manager, U.S. Southwest, Ritchie Bros. Auctioneers (www.rbauction.com)
Armando L. Camarena, President/Owner, US Auctions (www.usauctions.net)
Jake Josko, Vice President, PPL Group LLC (www.pplgroupllc.com)

Please detail industry trends that are impacting used vehicle values and either limiting or enhancing remarketing success.

Camarena: The biggest factor affecting the utility industry in California is the California Air Resources Board (CARB) initiative on emission control standards. This regulatory activity has forced utilities to sell off older units much sooner than anticipated. That’s having a financial impact because fleets would have normally kept these vehicles on the books for 10 years and now they have to replace them several years before they are fully amortized. At the same time, the CARB environmental protection initiatives have been met head-on by utilities, which have taken steps forward in their use of alternative fuel vehicles. In some cases utility companies in California are moving faster than the agency.

Aldersley: CARB emissions standards have dramatically devalued used equipment in the California market. Basically, they have restricted lower tiered-level vehicles from being sold. While these stringent regulations devalue equipment locally, the majority of noncompliant CARB utility fleet vehicles in the California market will leave the state and a good number will also go out of the country. Newer or late model utility fleet vehicles meeting CARB emission standards are more likely to stay in the local market.

Josko: Government regulations can play a large part in secondary remarketability. In the last four years we have seen some great auction prices on used fleet vehicles, as buyers don’t want to incur the EPA tax expense associated with new vehicles. In some instances, we’ve sold 2-year-old vehicles for more than they cost when they were new.

What other issues are impacting utility fleet remarketing efforts?

Aldersley: Smaller utility companies and government agencies are experiencing budgets cut as a result of the economic downturn and are under severe constraints about how much money they can spend on vehicles. As a result, they are looking more closely at the used equipment market as an alternative. These days, more utility companies and government agencies are coming to auctions because they see them as a legitimate place to source the equipment they need.

Josko: The vehicle’s application and configuration play a role. Things like four-wheel drive and air conditioning can have a large effect on remarketing to specific geographical regions. We are also seeing a lot more fleets going toward quad cabs these days as they want to get more employees to job sites with fewer depreciating assets on the books.

Camarena: We’ve seen a downward trend in resale prices since 2005. However, demand for late model Tier 2 trucks has increased prices since the beginning of 2011, and the resale market for utility trucks has improved along with the sale of older alternative fuel vehicles.

When selecting an auction services provider, what should fleets consider about the company’s expertise in specialized vehicles used by utilities?

Josko: I always recommend to prospective clients that they come to a sale, walk around, talk to buyers and sellers to get their opinion of the event, observe the operation for themselves and even call past clients for their experiences. Most importantly, ask the auction company to take the risk out of the market. If the auction company says the equipment has a specific range of value, it should be willing to make a reasonable cash offer or guarantee to earn the business. The auction company needs to be big enough to serve its clients’ needs, but small enough to want to still earn their business.

Camarena: The first consideration to review is how long the auction company has been in business, who is operating the company and whether they have experience with utility fleet vehicles. To effectively auction utility line equipment, you must have personnel who have the experience to sell boom trucks, backhoes, digger derricks, etc. Do your homework before you choose an auction company. Meet the owners and staff, visit the auction site and attend a live auction. We also recommend starting with no more than 10 pieces of mixed equipment to be sure you’ve made the right choice.

Aldersley: Fleets should consider what audience the auction company is targeting. They should also look at the method by which an auction company sells utility vehicles and make sure that prospective buyers are able to inspect the equipment they’re interested in buying. That includes allowing customers to come to the auction yard before and on auction day to inspect, test and compare equipment. We even encourage them to bring along a mechanic.

What benefits do auction companies bring to utility fleets compared to other used vehicle remarketing options?

Camarena: Auction companies are using a variety of remarketing strategies on behalf of utility companies. For example, we’re not just conducting traditional land-based auctions. We also have online capabilities where we can offer equipment across the U.S. This can require sellers to complete accurate condition reports and take pictures and to coordinate with the buyer to deliver the equipment. On our part we have to qualify bidders and ensure they can pay for the vehicles. Overall, buyers are now more comfortable using online sources.

Josko: A live auction, unlike online or retail sales of utility fleet vehicles, is naturally more competitive. An auction will always beat out other methods because it captures the human emotion of competition and the price always goes up, rather than a negotiated sale where the price almost always goes down.

Aldersley: Auction companies provide fleets with easy and convenient bidding options on-site or online. Auction companies can also connect utility fleets to a large and diverse number of buyers worldwide. Where else can you go where you have 2,000 units for sale and know that every item will be sold by the end of the day? For utility fleets there is not a better resource.

Continuous Improvement

Written by Seth Skydel on October 24, 2011. Posted in Utility Industry News.

Louisville Gas and Electric Company (LG&E) and Kentucky Utilities Company (KU) are well known in the industry for creative approaches to continuous improvement and outstanding performance in many respects – including the operation and maintenance of their vehicle and equipment fleet. The companies’ fleet is recognized as one of the most reliable and efficient in the industry. It consistently ranks in the top quartile in overall cost management, cost per mile, fuel costs and other components when benchmarked against other utilities. But that’s not good enough. Keeping with LG&E and KU’s style of being the best they can be, the companies continue to search for safety enhancements and operating efficiencies that will benefit their operators and customers.

The LG&E and KU fleet consists of about 1,600 units, including light- and heavy-duty vehicles, trailers, heavy-duty and power equipment, and a small number of hybrids. The fleet is managed by the Transportation Department in Energy Delivery (E.D.), the business unit that distributes natural gas and electricity and provides services to the company’s 1.2 million customers. The bulk of the fleet is utilized by E.D. employees who drive about 13 million miles per year across the Kentucky and Virginia service territory.

Ongoing Evaluation
“The key components of our business model are safety and service restoration,” says Bill Doggett, manager, transportation. “We want to ensure our equipment and employees can respond safely and quickly to customers’ needs, while operating cost-effectively, within all government regulations and in an environmentally friendly manner. That requires continuous re-evaluation of our needs and standards as well as manufacturers – all of which constantly change.”

Like many utilities, LG&E and KU’s diverse service territory challenges the companies’ ability to ensure DOT compliance, efficiently manage its fleet and balance customer service needs. It includes complex metro areas, rural backwoods, and the hollows and hilltops of the Appalachian Mountains, which make matching vehicle type and payloads with work needs daunting.

In the LG&E and KU service territory’s urban areas, patchworks of old and new infrastructures consist of different standards and equipment types. In rural and mountainous areas, terrain is a factor, so size and maneuverability become critical considerations when operating along tight mountain and country roads. Determining which parts and equipment to carry and how to optimize payload is also critical. Vehicles with lower weight allowances can impact service restoration timing because the number of tools, parts and other items they carry is restricted. Traveling many miles back to a service center for additional items isn’t an option in remote areas when working against service restoration deadlines.

Strategic Approach
To address these and other issues, last year LG&E and KU launched an aggressive, user-based fleet management strategic planning process that is streamlining its fleet and netting other benefits – particularly pertaining to employee awareness and safety.

The process began with teams, representing the transportation, safety and operations areas that developed and implemented fleet standards and controls for the heavy- and light-duty fleets. They ensured the companies’ “No Compromise” safety approach was incorporated into every initiative, optimized operational efficiency and assured regulatory compliance. The teams enlisted the recommendations of an outside contractor and, more importantly, the employees who use the vehicles and equipment. They included managers and frontline employees who formed additional heavy- and light-duty vehicle user teams, which inspected their vehicles, double-checked DOT compliance against standards, and reported questions and concerns.

“We gained a great deal of valuable information by including the individuals who actually drive the vehicles and use the equipment,” Doggett states. “They asked questions pertaining to situations that were job-specific and that aren’t in the manual, such as how to handle weight limits on roads and bridges in certain rural areas. It was a learning experience for us as well as them. The teams, as a combined working unit, had to develop solutions.”

Increased awareness among the workforce about DOT compliance was one of the greatest benefits of the process. The companies are recognized in the industry, nation and globally as safety leaders.

“This enabled us to close the circle of safety on yet another aspect of our operations,” says Ken Sheridan, manager, public and operational safety. “Our employees reaffirmed the company’s compliance with Department of Transportation regulations, which are specifically designed to ensure their safety as well as the public’s. Most importantly, they became better educated about how to manage compliance responsibilities and other safety requirements associated specifically with their vehicles or equipment. This is a huge perk for our companies.”

Business partners who support LG&E and KU’s purchasing, maintenance and repair work were also involved in and trained on the process. This is the same approach the company takes with safety initiatives, because the more people who are knowledgeable, the more who can support the achievement of goals. Business partners also must be in step with the changing needs of the business and, consequently, the final strategy’s content was critical to ensure they continued to support operating efficiency and safety.

“We believe in a top-led, employee-driven approach to safety,” says Sheridan. “Any time we give employees or our business partners responsibility for any aspect of operations or safety, they take charge. That’s why we have an outstanding safety culture.”

Improving Awareness
In addition to employee involvement, other measures helped to reinforce DOT compliance and safety awareness among the workforce at LG&E and KU. The companies tagged vehicles and trailers with decals listing the gross vehicle weight rating, gross combined weight rating and maximum allowable payload so drivers can accurately control payload and trailer towing capacity. They also purchased heavy-duty weight scales to:
• Validate the weight of newly ordered vehicles;
• Perform random weight audits as part of scheduled routine maintenance; and
• Perform weight checks following functional or driver changes.

Environmental concerns also play an important role in setting fleet standards, particularly at LG&E and KU, which are also recognized for environmental leadership. While the companies’ total fleet mileage has risen since 2007, carbon dioxide emissions have actually been reduced during that same time span. The challenge will be to sustain that success. As part of the fleet strategy, demands for larger construction equipment will have to be offset in other areas, especially the light-duty fleet. Including more hybrids in the fleet and other tactical initiatives, such as evaluating vehicle assignments, the take-home policy and the percentage of four-wheel drive vehicles, will all contribute to the success of this endeavor.

Never Ending
At LG&E and KU, the fleet strategic planning and evaluation process is never-ending. The companies continue to benchmark all aspects of their operations. Transportation policies are updated continually to reflect changes necessary for efficiencies and cost-effective measures. Additionally, other initiatives are underway to:
• Simplify and reduce the number of company vehicle standards by harmonizing business models, payload and equipment needs;
• Improve maintenance parameters, including extending preventive maintenance schedules and oil change cycles, enhancing tire management through the use of retreads and utilizing more advanced preventive maintenance technology;
• Reduce light-duty vehicle usage costs by right-sizing vehicles for the assignment and needs;
• Establish heavy-duty equipment/vehicle decision matrices for making cost-effective decisions about what unit is best suited for an operation and to support decision-making by managers when placing new orders; and
• Harmonize equipment pricing incentives with LG&E and KU’s parent company, PPL Corporation, based in Allentown, Pa. Both companies utilize Ford light-duty vehicles and Altec bucket trucks, creating a potential opportunity for lower costs at both companies.

Through a continuous and wide-ranging effort, LG&E and KU are finding new programs and practices that improve fleet performance.

Louisville Gas and Electric Company and Kentucky Utilities Company, part of the PPL Corporation (NYSE: PPL) family of companies, are regulated utilities that serve a total of 1.2 million customers. LG&E serves 321,000 natural gas and 397,000 electric customers in Louisville and 16 surrounding counties. Kentucky Utilities serves 546,000 customers in 77 Kentucky counties and five counties in Virginia. More information is available at www.lge-ku.com and www.pplweb.com.

Finding Solutions

Written by Seth Skydel on October 24, 2011. Posted in Utility Industry News.

Born out of necessity, the International Construction & Utility Equipment Exposition (ICUEE), also known as The Demo Expo, traces its roots to an Illinois farm in the summer of 1966. To help solve an equipment evaluation and communications problem, Illinois Bell invited 12 trencher manufacturers to demonstrate equipment in the same field, on the same day.

The field demonstration event was such a success that it was repeated in 1969 and 1972 as a three-day utility equipment show. By the late 1970s, what would become a biennial event now held at the Kentucky Exposition Center in Louisville had grown considerably. Today ICUEE is owned and produced by the Association of Equipment Manufacturers (AEM).

During the 2011 event, which takes place October 4-6, ICUEE will host more than 950 exhibitors and 20,0000+ attendees from electric, phone/cable, sewer/water, gas, construction, landscaping and public works industries. ICUEE now covers more than 1 million square feet of indoor and outdoor exhibit space. On display is equipment including all-terrain carriers, attachments, components, earthmoving, environmental, light, overhead and maintenance, material-handling, recycling, safety, testing, transportation, trenching, trenchless, trucks and utility materials/supplies.

A hallmark of ICUEE is the hands-on demonstrations of construction and utility equipment. Exhibited in job-like conditions, attendees can experience equipment working at ground level, underground and overhead. On the ICUEE Ride & Drive track, attendees can test drive commercial vehicles to examine trucks, engines, transmissions, brakes, safety and collision warning systems, fuel and GPS management systems, and hybrid and alternative fuel systems.

New for ICUEE 2011 are crane and rigging safety demonstrations from the National Commission for the Certification of Crane Operators and International Powered Access Federation. ICUEE will again feature a general show safety demo area with a focus on topics such as live-line safety and pole-top/fall protection.

ICUEE also features an extensive education program where experts on the latest safety, regulatory, operational and technological issues affecting the utility and construction industry are on hand. In 2011, new workshop and certification programs complement more than 100 learning opportunities covering underground, aboveground and overhead applications, new technologies and the latest industry, regulatory and management trends.

New keynote sessions at ICUEE 2011 will focus on energy and safety. In “Energy Policy – Outlook for the Industry,” Vic Staffieri, chairman and CEO of Louisville Gas and Electric and KU Energy, will discuss how the industry may be affected by potential energy legislation and regulatory action, and will cover renewable energy and development of clean technologies.

In “Hooked on Safety – Leading Safety Initiatives,” motivational speaker Billy Robbins will discuss how companies can implement behavioral-based safety initiatives that will change the way all employees think about safety and create a fresh commitment to safety within a company.

The 2011 ICUEE education program includes new co-located programming from the Association of Equipment Management Professionals, Underground Construction Technology, International Erosion Control Association, National Association of Trailer Manufacturers, SAE International and Scaffolding Industry Association.

ICUEE attendees will have access to the iP Safety Conference & Expo. Sponsored by Incident Prevention magazine, the event is the utility industry’s leading educational opportunity for safety, training and operations professionals.

The National Rural Water Association’s H2O-XPO is also co-located at ICUEE. H2O-XPO brings together top officials, decision-makers, buyers and new technology in the water and wastewater industries.

From its inception until today, ICUEE remains at the forefront with its equipment demonstrations that allow attendees to make highly effective competitive comparisons. Now, the annual event’s extensive education program complements the displays of the industry’s latest equipment technology and product innovations.

For more information, visit www.icuee.com.

Green Fleet Technologies

Written by Seth Skydel on October 24, 2011. Posted in Smart Fleets.

Eaton
The developer and manufacturer of hybrid power systems for commercial vehicles, Eaton’s parallel hybrid systems are already in use in many utility fleets. Available through truck manufacturers, the systems include the electric hybrid solution featuring an engine-off power-takeoff (ePTO), and an optional auxiliary power generator and AC power panel for utility, telecom and municipal operations using medium-duty bucket trucks.

The Eaton electric hybrid power system maintains the vehicle’s conventional drivetrain and blends engine torque with electric torque. The system recovers power normally lost during braking and stores the energy in batteries. It can provide ePTO and work site capability for operations needing hydraulic and electric power on job sites. The system is coupled with the vehicle’s engine and Eaton’s UltraShift automated manual transmission and clutch. Between the output side of the clutch and the transmission, the system includes an electric motor/generator that is connected to a power inverter and lithium-ion batteries, and is controlled with an electronic control module.

Eaton also offers its Hydraulic Launch Assist (HLA) hydraulic hybrid system. During regeneration with the HLA system, the vehicle’s kinetic energy that is normally lost during braking is captured and used to drive a pump, which transfers hydraulic fluid from a low-pressure reservoir to a high-pressure accumulator.

As the fluid pumps into the accumulator, it compresses nitrogen gas and pressurizes the system. The regenerative braking captures about 70 percent of the kinetic energy produced during braking. For acceleration, the fluid in the high-pressure accumulator is released to drive the system’s motor, which propels the vehicle by transmitting torque to the driveshaft.

The Eaton HLA system has two different operating modes: economy and performance. In economy mode, the energy stored in the accumulator during braking is used to initially accelerate the vehicle. Once the accumulator has emptied, the engine will begin to perform the acceleration. In performance mode, acceleration is created by both the energy stored in the accumulator and the engine. Once the accumulator has emptied, the engine is completely responsible for acceleration.

Visit www.eaton.com for more information.

Allison
Working with Delphi Automotive and Remy International, Allison has developed a hybrid propulsion system for medium-duty trucks. The new technology combines an Allison 3000 Series automatic transmission, Remy International’s High Voltage Hairpin (HVH) electric motor-generator, and Delphi Automotive’s lithium-ion energy storage system and transmission control module.

The Allison Hybrid, according to the company, combines the benefits of the three suppliers’ systems to offer better fuel economy. Among the fuel-saving features of the Allison automatic is the manufacturer’s torque converter technology that is designed to provide for full power shifts, using engine power more efficiently and consuming less fuel. The Remy HVH electric motor-generator, Allison also notes, is a compact design that captures more braking energy while using less energy to generate propulsion power and torque.

Tailored to meet the specific needs of any medium-duty truck application, the Allison Hybrid utilizes Delphi’s scalable lithium-ion energy storage system. The Delphi modular design also includes a transmission control module with the computing capability, memory and processing speed to control the entire hybrid system.

Visit www.allisontransmission.com for more information.

ALTe Powertrain Technologies
Range-extended electric powertrains for light- and medium-duty vehicles up to 26,000 pounds GVW will be available from ALTe initially through a nationwide network of conversion facilities. Eventually, ALTe expects to sell and license its technology to OEMs.

The major components of the ALTe powertrain include a 20 kWh lithium-ion battery pack, a four-cylinder engine, electric drive motors, a generator, a proprietary hybrid controller unit and HVAC modules. The powertrain is projected to provide an initial 30 miles of driving in an all-electric mode, powered directly from the lithium-ion battery pack. The vehicle can then drive an estimated additional 275 miles in a charge-sustained mode before the vehicle would need to be either plugged in or refueled. The battery pack can be charged within an eight-hour time frame from a 110-volt outlet or in about four hours from a 220-volt outlet.

ALTe, a shortened version of the words “alternative energy,” recently announced a contract with Remy to supply HVH 250 electric motors that will act as onboard generators to recharge batteries and deliver electric drivetrain traction power for ALTe’s powertrain conversions. A joint venture with Inmatech Inc. will produce hybrid electric storage devices composed of batteries, supercapacitors and control electronics. An agreement between ALTe and Manheim will provide installation of its powertrains in vehicles at Manheim locations.

Visit www.altellc.com for more information.

Azure Dynamics
The Balance Hybrid Electric vehicle from Azure Dynamics is built on a Ford E-450 commercial stripped or cutaway chassis with a modified drivetrain and electronic controls system. The system’s traction motor, in parallel with the unit’s Ford 5.4-liter EFI FFV gasoline V8 engine and automatic transmission, propels the vehicle. The traction motor assists acceleration and captures energy during regenerative braking events. This energy is stored in the energy storage system (ESS). When the vehicle comes to a stop, the engine will shut off and the electric power assist system is enabled to maintain power steering, power brakes and 12-volt charging.

The Azure system also has an integrated starter generator mounted to the front of the engine, which is used to provide quick restarts of the engine when accelerating from a stop. It also generates power to charge the ESS. The high-voltage system is self-contained and does not have to be plugged in to an external power source for charging.

Visit www.azuredynamics.com for more information.

Odyne Systems, LLC
The Odyne hybrid propulsion system for medium- and heavy-duty work trucks with extended stationary PTO job site functions – such as bucket trucks, digger derricks and cranes – can be applied to most new chassis or as a retrofit. The Odyne plug-in hybrid drive system uses a Remy HVH 250 electric motor, and provides 50-HP launch assist capability, regenerative braking or plug-in charging, and electrical energy storage to power air conditioning and cab heaters while the engine is off. Exportable power up to 7000W is available from the system’s 14 kWh or 28 kWh lithium-ion battery pack.

The Odyne hybrid system is compatible with most chassis over 14,000 pounds GVW and does not require drivetrain modifications. The system’s integration is simplified through the power takeoff (PTO) and propulsion components are placed within chassis frame rails for ease of installation. Battery packs can be placed in a variety of locations

Visit www.odyne.com for more information.

Quantum Fuel Systems Technologies Worldwide Inc.
Quantum Fuel Systems Technologies offers a plug-in hybrid electric (PHEV) conversion for Ford F-150 model pickup trucks. Pilot vehicles will be available for fleet testing in the fourth quarter of 2011. Production at the manufacturer’s Lake Forest, Calif., facility is scheduled to begin in the third quarter of 2012. Base vehicles shipped to the facility are partially disassembled, the new drive system is installed and tested, and the vehicle is reassembled and shipped to the customer.

The Quantum PHEV is powered by the company’s F-Drive hybrid drive system, developed specifically for Ford F-150 4×4 Regular and SuperCab models with a 145-inch wheelbase. The system provides a 35-mile electric-only range, shifting to hybrid electric mode for a total range of more than 400 miles. The F-Drive has been integrated in the F-150 pickup truck to ensure there is no loss of cab or cargo space, and to maintain full ground clearance. F-150 models with the Quantum system have a payload capacity up to 900 pounds and towing capacity up to 5,800 pounds. The 150 kW parallel hybrid drive system can be recharged using 110- or 220-volt power.

Quantum provides a five-year/75,000-mile limited warranty on the drive system. The company also trains fleet maintenance personnel on servicing the system and has an on-call team available to support customer fleet maintenance departments.

Visit www.qtww.com for more information.

Changing Landscape

Written by Seth Skydel on October 24, 2011. Posted in Smart Fleets.

The landscape for utility fleets is changing again. Earlier this year, the first-ever fuel efficiency and carbon rules for trucks were put in place. Following the process used for light-duty vehicles, the new rules set standards for all on-highway vehicles with GVW ratings above 8,500 pounds. The new rules that will take effect include U.S. Environmental Protection Agency greenhouse gas regulations beginning with 2014 model year vehicles and National Highway Traffic Safety Administration fuel consumption regulations that begin with the 2016 model year.

Under these new regulations, fuel efficiency will rise and carbon emissions will go down for all vehicle classes, including tractors, Class 3 to 8 vocational work trucks, and heavy-duty pickups and vans. Manufacturers are expected to meet the new regulations with both engine and full vehicle technology approaches.

The 2011 Electric Utility Fleet Managers Conference, held in Williamsburg, Va., featured a series of presentations on “Focused Strategies for Future Success” by industry experts, manufacturers and fleets. Of interest to the fleet managers in attendance were several presentations on green fleet issues by industry and government stakeholders.

Status and Trends of Green Tech and Fuels in Commercial Vehicles
Bill Van Amburg
Senior Vice President, CALSTART

“Nearly 70 percent of oil used in the U.S. goes to transportation,” Van Amburg said. “To address energy security, transportation must be a top focus. There are two main ways to achieve reductions in imported oil, and we need both. We have to use less fuel to do the same work and switch to nonpetroleum sources.”

To make a business case for alternative fuel-powered commercial vehicles, Van Amburg said, fuel cost issues need to be addressed. “The medium- and heavy-duty hybrid business case improves substantially for fuel prices above $3 per gallon,” he said. “Natural gas already has a substantial price advantage, while other alternative fuels show benefits. In addition, electric trucks are gaining interest as a hedge against fuel price fluctuations because electricity prices are much more stable.”

Commercial plug-in hybrid electric vehicle (PHEV) work trucks show potential because their extra energy storage boosts idle time reduction during work site engine-off operations, Van Amburg noted. “Diesel fuel costs are causing a rapid review of the potential business case for these vehicles,” he said, “but energy storage costs are still high. Still, there is growing interest from fleets if fuel savings are not derived entirely from driving cycles.”

Van Amburg was referring to plug-in body systems from various manufacturers that allow stored energy to be used to operate aerials and tools at the work site. These solutions are generally separate from and do not change conventional drivelines, but still offer potential fuel saving and idle reduction benefits.

Dual-mode hybrids, which are already in use in transit operations, are one technology under development for trucks. In particular, Van Amburg pointed out that Meritor and Navistar are testing an advanced dual-mode hybrid design that provides electric drive capability at lower speeds and a blended power mode at higher speeds. Eaton is also testing a dual-mode hybrid that offers a zero emissions short-range, low-speed driving capability.

Also noted in Van Amburg’s presentation were the expanding choices for natural gas engines in medium- and heavy-duty trucks that showcase the re-emergence of natural gas as a viable fuel option.

“Electric trucks are a key emerging segment,” Van Amburg pointed out. As a result, CALSTART has created an e-truck task force of users and manufacturers to identify market and technology barriers, such as charging issues. Fleet needs are also on the group’s agenda, including determining best duty cycles such as those for high-idle work site applications of PTO-driven components and aerial devices, and quantifying benefits to support and validate a business case for this technology.

“The foundation has been set,” Van Amburg stated. “Advanced low-emitting, high-efficiency technologies are now emerging and are in early production. We are entering a 20-year period of significant technology and fuel change and pressures for greater efficiency and reduced emissions, but a support framework is needed to help industry meet challenges.”

Plug-In Hybrid Electric Vehicles
Mark Kosowski
Program Manager, PHEV Medium-Duty Truck, Electric Power Research Institute (EPRI)

A PHEV, Kosowski explained, is similar to a hybrid truck except that it incorporates an extra 10- to 30-kWh battery that can be charged through an interface to the electrical grid. This stored energy improves fuel economy and reduces emissions by powering functions normally handled by the engine.

Kosowski defined three typical parallel hybrid architectures that can be used in PHEVs:

Pre-transmission hybrids include a pump, battery, inverter and charger. “This is the most capable architecture because the motor and engine can drive the wheels through the transmission, and the motor can drive the PTO without using the engine by opening the clutch,” Kosowski said. “This is a higher cost solution because the transmission needs to be modified.”

Post-transmission hybrids use a battery. “This is a less expensive solution because the transmission does not need to be modified,” Kosowski said. “While the motor in this architecture can drive the PTO without using the engine, the motor can only be operated at transmission output speed.”

PTO-driven hybrids incorporate a pump, battery, inverter and charger. “In this architecture the motor can drive wheels through the transmission and can drive the PTO without the engine,” Kosowski said. “This is also less expensive because the transmission does not need to be modified; however, the motor and engine torque operate in parallel in this solution.”

Fleet readiness for a PHEV charging infrastructure was also on Kosowski’s agenda. For fleets developing charging solutions, he referenced the National Electrical Code (NEC) Article 625, which describes charging safety issues, and Society of Automotive Engineers (SAE) Recommended Practice J1772 for charging systems.

PHEV charging systems were detailed by Kosowski as well. A Level 1 AC 120-volt charging system uses a cord set with one end that has a standard plug arrangement that can interface to any electric vehicle as defined by SAE J1772 . The other end is plugged into a typical 120-volt AC outlet. The cord set is usually stored in the vehicle. Charge time is dependent on the vehicle’s battery size and can range from eight to 20 hours.

Level 2 AC 208/240V charging systems also use a cord set with one end that has a standard plug arrangement that can interface to any electric vehicle as defined by SAE J1772, the same as the 120V interface. The other end is permanently connected to the electrical grid.

“It is recommended that Level 1 charging have a dedicated circuit as chargers are sized to use the maximum capacity of the circuit [80 percent of breaker rating],” Kosowski explained. “In particular, a Level 1, 15-amp charger loads the circuit at 12 amps and a Level 1, 20-amp charger loads the circuit at 16 amps. Breaker tripping is likely if other loads share the circuit. Level 2 chargers require a dedicated circuit [per NEC] with controlled connect/disconnect [high current/voltage] capability, and for safety the connection to the premise wiring is not cycled, meaning the connection is made and broken at the vehicle.”

Kosowski also discussed the EPRI/TVA Smart Station project located at EPRI’s Knoxville lab. The facility, he related, is helping develop best practices and provide public education, and will expand on lessons learned in future site designs.

EPRI serves as the hub of collaboration in this effort through its Infrastructure Working Council, which brings stakeholders together four times a year and works to bridge the gap between utilities, connector and charging system manufacturers, and automakers, among others.

“Our vision,” Kosowski concluded, “is that by 2015 all plug-in vehicles can communicate to the smart grid where charging is intelligently controlled. Smart charging is lower in cost and more convenient for vehicle operators, and can minimize the impact on the electric infrastructure.”

Acquisition and Funding Strategies
Mark Smith
Vehicle Technologies Deployment Manager, National Clean Cities Program, U.S. Department of Energy

“The primary focus of DOE’s Clean Cities Vehicle Technology Program is to achieve petroleum reduction by implementing programs that follow research and development,” Smith stated. “Since 1993, we have helped cut petroleum use by nearly 3 billion gallons annually. Currently, there are over 700,000 alternative fuel vehicles on the road and 7,000 alternative fueling stations, more than 70 percent of them influenced by Clean Cities programs.”

Clean Cities includes more than 100 coalitions serving 78 percent of the U.S. population. The coalitions involve thousands of stakeholders from businesses, city and state governments, transportation industry, community organizations and fuel providers.

Deployment efforts that Smith outlined include local community and coalition partnerships with direct support for Clean Cities activities, public events, training for coalitions and community leaders, local project coordination and strategic planning assistance. In addition, the DOE program provides consumer information, outreach and education in the form of fuel economy guides, the Alternative Fuels and Advanced Vehicles Data Center, other Web-based consumer tools, publications, workshops, and targeted workforce and end-user education.

Technical and problem-solving assistance is available from Clean Cities as well, covering things such as addressing market barriers, safety issues and technology shortfalls. The program also offers financial assistance by providing funding in the form of competitive awards to facilitate infrastructure development and vehicle deployment projects.

Clean Cities, Smith pointed out, is working with the National Clean Fleets Partnership “to deploy over 10,000 alternative fuel and advanced technology vehicles. Also,” he added, “over 1,250 alternative fuel and electric vehicle charging stations will be built or upgraded. An enhanced locator and mapping service for more than 500 new electric vehicle charging locations is planned, and we are working on funding opportunities for all of our programs.

“The goal,” Smith concluded, “is to reduce petroleum use by 40 million gallons per year in the near term and by 2.5 billion gallons annually by 2020.”

Resources
Clean Cities: www.cleancities.energy.gov
Federal Grants: www.grants.gov
Alternative Fuels and Advanced Vehicles Data Center: www.afdc.energy.gov
Fuel Economy Guide: www.fueleconomy.gov
Clean Cities Coalition Contacts: www.afdc.energy.gov/cleancities/progs/coordinators.php
Electric Power Research Institute: www.epri.com
CALSTART (including the Hybrid Truck Users Forum): www.calstart.org

Fleet Reports
During the 2011 Electric Utility Fleet Managers Conference, fleet managers related their experience with hybrid vehicles.

Mike Allison
Director, Fleet Design and Technical Support
Duke Energy

Duke Energy’s 2009 Freightliner hybrid trucks are still receiving good acceptance reports from operators, Allison noted. “Savings are still driven by application and job needs,” he said. “After approximately 40,000 miles of service, the most closely matched hybrids compared to baseline units have exhibited 25 percent better fuel economy, 23 percent less overall engine run time and 41 percent less overall engine idle time. For the hybrids, ePTO use is 76 percent of overall PTO operation time.”

Glenn Martin, CAFM
Fleet Maintenance Manager
Florida Power & Light

The hybrid portion of the Florida Power & Light fleet has increased from 24 units in 2006 to 364 units in 2010, Martin related. “Overall, the data indicates that hybrid vehicles are meeting or exceeding expectations on all fronts,” he said.

“With the hybrids in our fleet, fuel used from 2006 to 2010 decreased by 10 percent while our vehicle count increased by 136 units or 6 percent,” Martin reported. “In the same time period, annual miles driven increased by 2.3 percent and average MPG increased by 14 percent. In addition, maintenance costs for the hybrid fleet are trending significantly under the nonhybrid portion of the fleet and hybrid vehicle availability is trending above the nonhybrids.”

Dave Meisel
Director, Transportation Services
Pacific Gas and Electric Company (PG&E)

With more than 2,600 alternative fuel vehicles, PG&E operates one of the largest high-efficiency vehicle utility fleets in the nation. Included are natural gas (CNG or LNG), biodiesel (B-20), electric (on- and off-road) and hybrid (HEV and PHEV) units.

Challenges do remain on several fronts, however. “Employee familiarity with the operation of and acceptance of the equipment are concerns,” Meisel said, “along with the availability of qualified technicians. For electric vehicles in particular, the charging infrastructure, including the speed of charging and the volume and location of charging stations, is still a challenge.

“The return on investment for some of these technologies is better than for others,” Meisel continued, “and performance varies significantly based on make, model and manufacturer, even among like technologies. Parts and service availability is also an ongoing challenge.”

Meisel noted that in some cases technology development is moving so fast that some regulatory agencies are behind, especially when it comes to incentives. “Government incentives are nice,” he stated, “but they haven’t changed the way we buy vehicles. Financing also continues to be a challenge.

“Fleets need to create a self-sustaining model,” Meisel added. “They need to understand the technology and its application, and conduct a full cost-benefit analysis. Determining accurate costs, useful service life and residual values are among the open issues.

“Greening the fleet makes sense from an environmental and economic standpoint,” Meisel concluded, “but there will not be any one fuel or technology that meets all of our needs. At PG&E we will be evaluating all the technology options as they become available.”

About the Electric Utility Fleet Managers Conference
Organized and produced by a highly dedicated group of fleet managers, the Electric Utility Fleet Managers Conference (EUFMC) features technical and management presentations, and an equipment exhibit built on the guidance of fleet professionals.

“This group of volunteers works for many months to determine what subjects will have the greatest interest to the fleet and supplier community,” said George Survant, director of fleet services at Florida Power & Light and the current EUFMC president. “Utility fleet managers have had to address a greater rate of change in the past decade than in the previous 40 years. EUFMC sorts through this large array of issues to help the fleet community and the entire industry focus on critical items, and make a difference by driving costs in a direction that is acceptable to customers and shareholders.”

The 59th EUFMC will be held June 3-6, 2012, at the Williamsburg Lodge and Conference Center in Williamsburg, Va. For more information, visit www.eufmc.com.

Green-Focused Facility
Altec Industries has announced plans for a green-focused facility in Dixon, Calif. The new plant will feature sustainable construction and exceed Title 24 energy and lighting codes. In addition, Altec plans to use the facility to expand the development and production of its Green Fleet utility vehicle product line.

Altec received guidance and support on the development of the new green-focused facility from two of its customers – Pacific Gas and Electric Company (PG&E) and Southern California Edison. In addition, PG&E and Altec are partnering to develop innovative, technologically advanced Green Fleet utility vehicles, which will be produced at the new facility.

“Altec is committed to sustainable solutions,” said Lee Styslinger III, Altec chairman and CEO. “That commitment to sustainability is reflected not only in the products we build, but also in the facilities where we build them.”

Visit www.altec.com for more information.

Benchmarking Success

Written by Seth Skydel on October 24, 2011. Posted in Fleet Profiles.

“The challenge of operating on a flat budget requires us to look for cost-saving measures on an annual basis,” says Richard Dwornik, business manager for transportation and equipment services at We Energies. “That and other management challenges lead to the need for a comprehensive process of benchmarking our fleet. Equipment utilization and staffing issues, for example, are among the things that drive us to see what other utilities are doing and to identify best practices that we can incorporate into our fleet management processes.

“We’re evaluating data on our operation and comparing it to the industry average as well as to historical and current internal benchmarks,” Dwornik continues. “We look at measurements of vehicle utilization, cost per unit, work order touches per unit, fuel usage, operating costs and staffing levels.”

The We Energies fleet of 2,239 units includes automobiles, pickup trucks, vans, bucket trucks, heavy-duty trucks, trenchers, backhoes, skid loaders, forklifts and trailers. The fleet is maintained in 18 shops by a staff of 45 technicians.

Comparing Metrics
For the past eight years, We Energies has been using the benchmarking services provided by Utilimarc. The fleet benchmarking, reporting and analysis firm supplies utility, municipal, federal and private fleets with a methodology for comparing vehicle class-specific metrics internally and externally.

Utilimarc clients routinely report process improvements in lease-versus-buy analysis, specification and standards development, replacement cycle development, vehicle utilization and fleet right-sizing, staffing, cost per maintenance and repair hour, outsourcing assessments, equipment disposal and fuel management.

Best in Class
“A focused benchmarking effort lets us develop best-in-class strategies,” Dwornik states. “Benchmarking is a tool that allows us to accurately compare ownership and operating costs and identify trends in our fleet’s performance. Sharing this information with our employees so everyone knows the challenges helps us make more effective equipment and staffing decisions. We also share the data with user groups to get their involvement.

“An outside benchmarking services supplier has been more beneficial to us than comparing data internally,” Dwornik concludes. “Utilimarc’s data is very extensive and comprehensive, and highly reliable. We’ve come to rely on it to help lower costs and improve efficiency and productivity.”

About We Energies
We Energies serves more than 1.1 million electric customers in Wisconsin and Michigan’s Upper Peninsula, and more than 1 million natural gas customers in Wisconsin. We Energies is the trade name of Wisconsin Electric Power Company and Wisconsin Gas LLC, the principal utility subsidiaries of Wisconsin Energy Corporation (NYSE: WEC). Visit the We Energies website at www.we-energies.com.

For more information about Utilimarc, visit www.utilimarc.com.

Doing It Right

Written by Seth Skydel on June 6, 2011. Posted in Fleet Profiles.

Central Vermont Public Service (CVPS), headquartered in Rutland, is one of the largest businesses in Vermont and the state’s largest electric company. The utility, which was organized in 1929 with the consolidation of eight electric companies, traces its roots to more than 100 companies, including one dating back to 1858.

A shareholder-owned electric utility, CVPS serves one of the most rural territories in the country, with just 18 customers per mile of line. Its customer base, however, numbers more than 159,000 in 163 communities. Due to the size of its operating territory, CVPS utilizes 617 miles of transmission line and 8,806 miles of distribution line to meet customer power needs.

In place at CVPS is a fleet of 117 vehicles under 8,600 pounds GVWR and 97 vehicles rated more than 8,600 pounds, including 68 aerial bucket- and digger derrick-equipped trucks. In addition, the company fields 75 trailers; 16 pieces of off-road equipment such as four-wheel-drive ATVs, UTVs and snowmobiles; nine materials-handling units including forklifts and cranes; nine stationary generators; seven portable air compressors; five portable substations and related equipment; and six tracked off-road pieces of equipment.

The transportation team at CVPS provides a wide range of services. Included are vehicle specification, procurement and resale, maintenance, repair and rebuilding, purchasing and parts inventory management, track vehicle operations, vehicle registration, highway permits and DOT compliance coordination, training of vehicle operators and demonstration of new vehicles, and materials, supplies and equipment delivery. Transportation also fulfills a role as front-line support for operations during storms.

Overseeing the transportation team that supports CVPS and its customers is Daniel J. Mackey, who assumed the role of fleet manager in January 2006. A 21-year CVPS employee, his experience includes six years as transportation stockkeeper and 10 years as procurement agent. Recently, Mackey discussed the CVPS operation with Utility Fleet Professional.

What factors impact vehicle purchasing, specification and replacement decisions at CVPS?

We have a vehicle specification committee that includes operators. We value their input in the purchasing and specification process for vehicles because they know what works best and what is needed to accomplish their jobs. This allows CVPS to obtain vehicles and equipment that will be accepted by everyone.

The criteria we use to identify which vehicles need to be replaced include a combination of age and mileage. For example, vehicles under 10,000 pounds GVWR are generally replaced after five to seven years and 100,000 to 120,000 miles of service. Vehicles more than 10,001 pounds GVWR are replaced after seven to 10 years and 120,000 to 150,000 miles of service. Other factors that we take into account include maintenance costs, downtime, physical condition, user comfort and functionality, along with performing a comprehensive cost-benefit analysis.

Is standardization a factor in your decisions?

All of our medium-duty trucks are International models and our lighter vehicles are Fords, although we do have a few other makes that are needed because of the function they fulfill.
Standardization of the fleet as much as possible allows us to reduce the number of suppliers we do business with, provide specific training for our mechanics, keep our parts inventory to a minimum and only purchase diagnostic equipment specific to the vehicles we operate.

Are alternative fuel-powered vehicles a part of the CVPS fleet?

We have two Toyota Prius hybrids that were converted by A123 Systems to plug-in hybrids and have been working with Green Mountain College, The University of Vermont and Idaho National Laboratory to collect mileage and cost data and evaluate the benefits of plug-in hybrid vehicles. Those vehicles averaged 76 miles per gallon during the winter months and exceeded 100 mpg in warmer months. Recently, the transportation department converted a Ford Escape Hybrid to a plug-in hybrid for use by our mailroom for local deliveries. This is the ideal work situation for a plug-in hybrid.

In 2006, we put in service 15 Ford Escape hybrids for use as meter reading and general operations vehicles, and we have realized a benefit in reduced maintenance costs and lower fuel consumption. Also, in mid-2008 we purchased the first hybrid bucket truck in New England. Compared to our standard bucket truck, the International 4300 with the Eaton hybrid drive system has exhibited a 53 percent reduction in fuel consumption.

Currently we are looking at the potential of introducing to our fleet a plug-in system that allows the aerial device when in power takeoff mode to operate from an electric motor/pump combination powered by a dedicated bank of batteries (hybrid package). This system will not impact the drivability of the chassis. When the batteries are depleted in the field, the truck will automatically be returned to the traditional power takeoff operation of the aerial unit.

What programs are in place for maintenance management, tires, parts and fuel for the CVPS fleet?

We use FleetFocus from AssetWorks to manage the fleet. The software captures all costs and handles maintenance schedules, parts inventory, fuel, labor and lease expenses. We have local and national accounts for parts and tires and use Wright Express to capture fuel use and cost data.

Please describe the CVPS fleet maintenance operation.

The CVPS maintenance team is completely self-sufficient and has the ability to perform warranty work on all vehicles and equipment in our fleet. We outsource very few services. We operate two locations for servicing vehicles, on both sides of the state. Most of the preventive maintenance (PM) is performed at night so it is transparent to our internal customers. We also have two service trailers that we use for nighttime work in the field, and during service restoration operations we use the trailers at the hardest-hit locations so we can provide immediate support.

Ed Baker, shop foreman, oversees the daily operation of the vehicle PM and repair schedule. Karly Carrara, fleet administrator, handles paperwork and the data that includes all of the costs related to the vehicles and equipment operated by CVPS. We also have a stockkeeper who obtains parts and materials needed by mechanics and our internal customers. Overall, the transportation team consists of 12 dedicated, highly skilled employees. Included are 10 mechanics, all of whom hold commercial driver’s licenses, and welding and hydraulic certifications.

How would you sum up the goal and mission of the CVPS transportation team?

Our vision is to cost-effectively provide our customers with efficient, reliable vehicles and equipment. All of our services are driven by the desire to provide dependable, reliable vehicles and equipment at the most economical cost.

Central Vermont Public Service Truck Specifications

Model: International 7400 SBA 6×4
Wheelbase: 193 inches
Engine: International MaxxForce 9; 310 HP/950 lb/ft @ 1200 RPM; Diamond Logic exhaust brake
Transmission: Allison 3000_RDS_P automatic, five-speed overdrive
Transmission Oil Cooler: Modine
Front Axle: Dana Spicer, 14,000 lbs.
Front Suspension: Parabolic taper leaf springs
Power Steering: Sheppard M-100
Rear Axle: Dana Spicer, 40,000 lbs., 4.88 ratio
Rear Suspension: Hendrickson HAS-402-55, air ride
ABS: Bendix
Parking Brakes: MGM Long Stroke
Wheels: 22.5-inch steel disc, 10-hole hub piloted
Tires: 11R22.5 Michelin; XZY-3 steer, XDE M/S drive
Air Compressor: Bendix Tu-Flo 550, 13.2 CFM
Air Dryer: Meritor WABCO System Saver 1200
Fan Clutch: Horton Drivemaster; two-speed direct drive
Batteries: (2) International; 1850 CCA
Starter: Leece-Neville M130D
Alternator: Leece-Neville, 160 amp
Block Heater: Phillips, 1,250 watt
Mirrors: Lang Mekra, heated
Seats: National 2000, air suspension, high back
Fuel Tank: 70 gallon

Author: Seth Skydel