Electric Utility Fleet Managers Conference (EUFMC), June 3-6, 2018 in Williamsburg, VA

EUFMC June 3-6, 2018 in Williamsburg, VA

The Electric Utility Fleet Managers Conference (EUFMC) is an educational conference for fleet representatives from investor-owned electric utilities, electric cooperatives and electrical contractors held annually at the Williamsburg Lodge and Conference Center in Williamsburg, Virginia.

EUFMC attracts fleet executives from over 70 companies in the U.S., Canada and South America.

Click here to read more: eufmc.com


NAFA Institute & Expo, April 24-27, 2018 in Anaheim, CA

NAFA Institute & Expo Jan 24 – 27, 2018 in Anaheim, CA

NAFA’s annual Institute & Expo is the largest event of the fleet management industry! The perfect opportunity to increase your networking power, I&E is the largest community of fleet professionals who attend year after year because they experience I&E’s hands-on value. Attend I&E to get real money-saving, time-saving value!

Click here to read more: nafainstitute.org


NTEA WorkTruck Show 2018 in Indianapolis, IN

NTEA WorkTruck Show March 6 – 9, 2018 in Indianapolis, IN

The Work Truck Show® is your once-a-year chance to see all of the newest industry products, choose from dozens of industry-focused training courses, and gain access to technical engineering representatives from hundreds of exhibiting companies. Attendees can interact with thousands of industry professionals; set up meetings with current suppliers or customers; find solutions to resolve technical issues; and talk shop with industry peers at special events and receptions.

Click here to read more: http://www.worktruckshow.com/


2018 Chicago Auto Show in Chicago, IL

Chicago Auto Show Feb 10 – 19, 2018 in Chicago, IL

First staged in 1901, the Chicago Auto Show is the largest auto show in North America and has been held more times than any other auto exposition on the continent. This year marks the 110th edition of the Chicago Auto Show.

Click here to read more: https://www.chicagoautoshow.com/


ATSSA Traffic Safety Expo in San Antonio, TX

ATSSA Annual Convention and Traffic Expo Jan 28 – 30, 2018 in San Antonio, TX

ATSSA’s Annual Convention & Traffic Expo is the premier event for nearly 3,500 roadway safety professionals and transportation officials from across the USA and around the globe. The convention brings together business leaders, government officials, manufacturers, corporate roadway department personnel and all manner of people involved in nearly every aspect of roadway safety.

Click here to read more: https://www.semashow.com/



The Final 3

Each issue, we ask a fleet professional to share three keys to fleet success.

This issue’s Final 3 participant is Keith Gindoff, manager of fleet and energy services for Duke Energy subsidiary Piedmont Natural Gas (www.piedmontng.com), an energy services company that distributes natural gas to more than a million residential, commercial, industrial and power generation customers in portions of North Carolina, South Carolina and Tennessee, with about 1,215 total vehicles in its fleet.

#1. Make data-driven decisions.
“Think of a vehicle as a giant computer, and use the telematics data that the vehicle provides to give you greater insight to make more effective decisions with your fleet. Find a way to generate as much information as possible from the vehicle to optimize your maintenance and replacement schedules for maximum uptime and cost efficiency.” 

#2. Understand the driver’s needs.
“Really get to know the users of the vehicles and assets by going out into the field with them to understand the jobs they need the assets for. When you ask drivers for their opinions and observe for yourself how the vehicle is being used, you will be able to develop much more effective specifications.”

#3. Network with other fleet managers.
“You will learn at a much faster pace if you get to know and work with other fleet managers in your industry. They have already gone through, tested and tried – successfully or unsuccessfully – most of what you will be encountering. So, use their experience and expertise to help you become a more successful fleet manager.”


Piedmont Natural Gas Expands Its CNG-Powered Fleet

When it comes to discussions of alternative fuels and sustainability in utility fleets, electrification often takes center stage.

And for good reason. Electric utilities have a vested interest in selling more of their product – electricity – so it makes sense that they would take the lead by making big investments in electric vehicles (EVs) for their fleets. A major contributor to this trend has been Edison Electric Institute’s Transportation Electrification Initiative, which in late 2014 garnered commitments from more than 70 investor-owned electric utilities to devote at least 5 percent of their annual fleet acquisition budgets to purchase plug-in EVs and equipment.

But utility fleets shouldn’t overlook compressed natural gas (CNG) as part of their green initiatives, said Karl Newlin, senior vice president and chief commercial officer for Duke Energy’s natural gas operations, who also oversees the fleet and public fueling station development at Duke subsidiary Piedmont Natural Gas (www.piedmontng.com), which serves more than a million residential, commercial, industrial and power generation customers in North Carolina, South Carolina and Tennessee.

That’s because natural gas not only burns much cleaner than gasoline and diesel, but it also offers – at least historically – more stable pricing than conventional fossil fuels, giving fleets a greater sense of predictability with fuel costs.

Piedmont launched its fleet CNG program in 2009 with 12 natural-gas-powered Ford F-150 pickup trucks. Today, the utility operates 469 natural gas vehicles – more than a third of its total fleet of 1,215 vehicles. And in August, Piedmont expects to open its 11th natural gas filling station available to the public.

So, why has Piedmont gone all-in with its fleet CNG program? What are the best fleet applications for natural-gas-powered vehicles? And what do fleet managers need to know about deploying natural gas fueling infrastructure?

The Business Case for CNG
First, what has driven Piedmont Natural Gas to continue to expand its natural-gas-powered fleet?

“Of course, we’re a natural gas company. But we have always been a sustainability-focused company,” Newlin said. “So by moving more of our vehicles from either gas or diesel to natural gas, we’ve wanted to get the message across that we practice what we preach.”

According to Argonne National Laboratory’s Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation model (https://greet.es.anl.gov/), light-duty vehicles running on natural gas can reduce life-cycle greenhouse gas emissions by 11 percent. And because CNG fuel systems are completely sealed, the vehicles produce no evaporative emissions.

But does CNG make good business sense for fleets, beyond the environmental benefits? After all, the price premium for a vehicle equipped to run on CNG typically ranges from $10,000 to $20,000 or so, depending on vehicle class, fuel tank configuration, and whether the fueling system is dedicated or bi-fuel capable. Dedicated systems run exclusively on natural gas whereas bi-fuel systems can switch between natural gas and conventional fuels to extend range.

In fact, the lower cost of CNG per gasoline or diesel gallon equivalent still offers a compelling opportunity to “go green” with a reasonable payback period, Newlin said.

“For example, in the region where we sell compressed natural gas, gasoline is about $2.22, diesel about $2.50, but our product is about $2 for natural gas. So there’s still some cost-competitive advantage for natural gas,” he said.

While the price difference between CNG and conventional fuels may not seem that big, that’s only because gasoline and diesel are available at relatively low prices today – which, as recent history has proven, can change quickly with the volatility of global markets and conflicts in the Middle East.

Consider this as a frame of reference: In the October 2011 “Clean Cities Alternative Fuel Price Report,” the price gap per gallon equivalent between CNG and gasoline was nearly $1.40, with gasoline at $3.46 and CNG at $2.09.

Price Stability
So, any discussion of the business case for CNG in fleets should also include the topic of price stability.

That’s because since that 2011 report, the price of CNG has remained relatively unchanged. According to the most recent “Clean Cities Alternative Fuel Price Report,” the national average for CNG is $2.15, only a 6-cent difference from October 2011, with minimal variation in price in the years in between.

“One thing we are seeing is that some of the more sophisticated fleet managers who are also responsible for fuel procurement are becoming more attracted to natural gas because it’s been a very stable-priced product for the past several years. Whereas, of course, we’ve seen diesel prices fluctuate greatly,” Newlin said.

What’s driving the price stability of natural gas versus traditional fuels?

“It’s the advent of additional supply of natural gas that’s been discovered in the U.S. since about 2008, with the ability to unlock – via fracking and horizontal drilling – the large deposits of natural gas in the Pennsylvania and Ohio regions, as well as in West Texas,” Newlin explained. “And that means on-shore production. This is important because previously we’d have price disruptions because of hurricanes in the Gulf of Mexico, but we really don’t have that phenomena anymore.”

Newlin said that natural gas is more of a national market versus a global market, which also has helped stabilize the price of CNG since about 2010. “The supply-demand differentials of natural gas within our country aren’t really impacted very much by what goes on in the Middle East or in Asia like they are with oil.”

Optimal Applications
What are the best fleet applications for CNG-powered vehicles?

“We’re seeing strong adoption across a wide range of duty types of trucks and vans,” Newlin said, referring both to Piedmont’s own fleet and the fleets of some of the utility’s commercial customers. “We’re seeing a high adoption rate from everything from Ford Transit Connect service vans all the way up through Class 8 tractor-trailers. So I think we’re seeing a lot of fleet managers experiment with what’s possible. But clearly, the return-to-base applications or those where the trucks are on a route that offers a sufficient number of CNG stations are seeing solid adoption and penetration.”

Newlin said that the majority of Piedmont’s nearly 500 CNG-powered vehicles are light-duty pickup trucks and vans used by service technicians, and SUVs for general fleet use and personnel transportation.

Fueling Infrastructure
If a fleet is interested in acquiring CNG-powered vehicles, what’s involved with deploying on-site fueling infrastructure?

The first step, Newlin said, is to determine whether there is natural gas nearby so that the natural gas company can provide service to the fleet location. Then, the next step is to decide is whether you need a time-fill or fast-fill station.

What’s the difference?

“With a time-fill station, as you might imagine, the trucks can come back from their route, sit in the parking lot overnight, and the tank is filled slowly over a few hours,” Newlin explained. “But if their business requires a rapid-fill or a fast-fill, that’s typically a higher capital cost because it requires additional compression to be able to hook up the pipe and refill the tank, just like you would a gasoline vehicle, in about 90 seconds.”

What does it take in terms of capital cost to deploy an on-site fueling system?

“There are a lot of variances when it comes to on-site fueling deployment costs,” Newlin said. “But as you might imagine, the time-fill requires less capital investment than fast-fill. If you’re doing a time-fill station, depending on your existing infrastructure, you’re in the several-hundred-thousand-dollar range. And if you’re doing a fast-fill station, then you’re probably in the 1- to 2-million-dollar range.”

The Bottom Line
While Newlin couldn’t comment on future plans for expanding the number of CNG vehicles in Piedmont’s fleet, he did offer numbers that provide insight into the growing demand for natural gas as a transportation fuel.

“From an overall business standpoint, our CNG volume has grown by a third from 2015 to 2016. That’s for all of our gallon equivalents that we’ve sold. And I think it can grow another third from 2016 to ’17. So, I would look for the overall gasoline gallon equivalents [of CNG] delivered to continue on a rapid pace for the next five years as the fuel becomes more widely adopted. And I think the penetration will continue to be healthy in the commercial fleet arena.”


What’s New in Digging Machines for Utility Fleets

When you need to dig trenches to lay underground gas lines, or drill holes for setting transmission poles, or be able to dig in tight spaces, the objective is the same: to have crews get the most work done in the least amount of time, with the least amount of effort and cost. 

That’s the goal that has driven the development of several new products and upgrades released by top heavy-equipment manufacturers in the past few months. 

So, what new digging machines and tools have recently come to market? How can they equip utility companies and contractors to boost productivity and profit? Here are seven new developments to keep your eye on. 

CASE Construction Equipment
What’s New: Six New Mini Excavator Models
Website: www.casece.com

This spring, CASE Construction Equipment introduced six new mini excavator models: the CX17C, CX26C, CX33C, CX37C, CX57C and CX60C. Offered in zero tail-swing, short-radius or conventional configurations, C Series mini excavators feature an adjustable boom with the ability to offset left or right to work closer to buildings and obstacles. An auto-shift travel system offers greater ease and efficiency when operating the machine on varying terrain. 

All C Series mini excavators are built with an auxiliary hydraulic system that features standard proportional controls, shut-off valve and easy-to-select joystick control patterns to equip operators to get more done in less time. A spacious and comfortable operator environment – with ergonomic controls, adjustable seating and line-of-sight digital displays – helps minimize operator fatigue. 

What’s New: Stand Alone Core Barrel 
Website: www.terex.com/utilities 

Terex Utilities recently released a new auger tool for digger derricks – the Terex Stand Alone Core Barrel – that increases productivity when drilling hard rock. The tool fits directly onto a standard Kelly bar and can be stowed like a standard auger on the boom, eliminating the need for any attachments or having to remove the tool for transportation.

The Stand Alone Core Barrel is designed for easy plug removal, with a unique tooth pattern that allows the rock plug to easily fall out of the barrel when the operator ratchets the rotation of the tool, unlike other core barrels that require workers to physically hammer the core out of the barrel.

Available in various diameters ranging from 18 inches to 30 inches, the Stand Alone Core Barrel features a barrel wall of 5/8 inches, with an overall tool length of 104 inches. 

Ditch Witch
What’s New: JT40 Horizontal Directional Drill
Website: www.ditchwitch.com 

In February, Ditch Witch introduced the JT40 horizontal directional drill, equipped with two 7-inch LED displays to provide a direct, transparent view into all critical machine functions and operations. 

The JT40 offers a two-speed, rotational drive system that produces 5,500 foot-pounds of torque to achieve greater drilling efficiency. And the machine minimizes pipe-entry distance, giving operators increased drill pipe support as the drill enters the ground. 

This model is available with either a fully enclosed cab with premium heat and air capabilities or an open operator’s station designed with integrated vandal covers. Both options feature a premium ergonomic seat and extended legroom. 

What’s New: DT65H Transmission Digger Derrick
Website: www.altec.com 

Altec’s new DT65H digger derrick is a hydraulically actuated, continuous rotation, heavy-duty transmission digger derrick designed with steel load-bearing structures. The machine features a fiberglass third-stage boom and has a 21,051-pound lifting capacity at 10 feet, enabling the operator to dig a hole and set a large transmission pole with just one unit setup – to help crews get the job done in significantly less time.

The DT65H offers fully hydraulic pilot-operated controls, a standard 15,000-pound planetary winch and a full-view riding seat with single handle control. The machine also incorporates a high-flow piston pump into the hydraulic system. 

What’s New: Silver Series Drill Rod
Website: www.vermeer.com  

Built on the tradition of Vermeer’s premium Firestick drill rod, the company’s new Silver Series model offers utilities and utility contractors a quality aftermarket drill rod at a more economic price point.

Vermeer’s Silver Series drill rod is composed of S135 common-grade steel to reduce cost, while still offering the same column wall thickness-to-strength ratio as the Firestick model to ensure durability and optimal steering performance.

The Silver Series drill rod is available in four sizes: 1.66 inches (4.2 centimeters), 1.9 inches (4.8 centimeters), 2.06 inches (5.2 centimeters) and 2.375 inches (6 centimeters) for use on the D7x11 through the D24x40 S3 Navigator HDD models, including all current and legacy models.

What’s New: Next Generation R-Series Excavators
Website: www.bobcat.com 

This spring, Bobcat Co. introduced its all-new, next-generation R-Series excavators. The first R-Series excavators to launch will include the Bobcat E32 and E35 in the 3- to 4-ton class.

The new dual-flange rollers extend the excavator’s undercarriage structure closer to the track’s edge and provide up to a 15 percent increase in over-the-side capacity, which improves over-the-side digging performance and slewing ability so that operators can get more jobs done in less time and effort.

Bobcat also has redesigned the cab to enhance operator experience. The tall, wide windows provide 15 percent more surface area to increase visibility. And there is 29 percent more floor space for the operator’s feet and legs than previous models, with redesigned floor pedals that conveniently fold away. The new automatic heat and air-conditioning systems give operators complete control over the cab climate, with an optional heated seat to ensure operator comfort in especially harsh winter climates.

John Deere
What’s New: 30G Compact Excavator
Website: www.deere.com 

John Deere upgraded its G-Series excavator lineup in March with the introduction of the 30G compact excavator that offers increased lift capacity and improved breakout forces. 

The 30G uses 27D/26G buckets and attachments that John Deere customers may already be utilizing in their fleet. It also uses several components that are common to the 35G model to help simplify parts tracking and maintenance for fleets.

Featuring a redesigned cab with heat and air-conditioning and a new seat with adjustable wrist rests, the 30G excavator keeps operators comfortable – and productive – in any climate and conditions.


Technology Helps Fleets Streamline Maintenance Operations

Where fleet maintenance is concerned, technology providers including Decisiv (www.decisiv.com) and Zonar Systems (www.zonarsystems.com) have been working with utilities to maximize visibility, consistency and transparency, among other things.

“Those actually go right to your bottom line because you reduce costs, you reduce downtime, and you make everybody more effective and the whole process more efficient,” said Michael Riemer, vice president of product and channel marketing for Decisiv.

Decreasing Downtime
Reducing downtime is a primary goal of nearly every utility fleet manager since it is a huge productivity killer.

“If your asset is down for two days but should only be down for two hours, that’s a huge cost,” Riemer said.

One of the biggest culprits contributing to unnecessary downtime are inefficient and often outdated paper-based systems and communication methods. Much of the time involved in a service event – from the time someone realizes an asset is broken to the time it’s back in service – has nothing to do with fixing the asset, Riemer noted. “It’s all the other things: the talking, the paper finding, the communicating, the scheduling. It’s a highly inefficient process which dramatically increases downtime,” he said.

Idaho-based Kootenai Electric Cooperative, a Zonar Systems customer since 2014, was at one point all too familiar with that unwanted downtime. KEC was looking to improve communication between drivers and fleet through the use of electronic pre- and post-trip inspections to help ensure all 110 fleet vehicles were up and running as often as possible.

“We were having a huge communication issue between the driver and fleet when it came to yellow or red tag violations on the vehicles,” said Mike Stevens, KEC fleet mechanic.

Drivers would work overtime and come in after hours with issues, such as a mirror falling off or another repair.

“Now, even if no one is there when [a driver gets] back to the shop, they can give it a yellow tag violation. I get a notification email and when we show up to work the next morning, we go repair that without even physically talking to them,” Stevens said, referring to KEC’s use of Zonar Systems’ electronic verified inspection reporting, or EVIR.

According to Jeff Wells, Zonar’s vice president, “With EVIR, we can actually go in and send that information electronically within seconds to get those shops to make those repairs and also include items such as VINs and meter data [engine hours and mileage], which is also very beneficial in their business on remote vehicles.”

Precision Pays Off
Decisiv helps customers by providing a single platform for managing all of their service events, whether they are being performed in-house or by third parties.

“We pull all the telematics and diagnostic information, service history, build details, warranty information, service bulletins, recalls, maintenance status, etc., so that when you’re working on an event, you have a very clear understanding of what’s going on with that asset and what needs to be done to it,” Riemer said.

Doing so enables technicians to fix issues correctly the first time and cut down on triage time, which in turn has been able to reduce customer downtime.

Zonar Systems has had similar experiences with its customers by being able to cut back on unnecessary repairs.

“We can now diagnose what the problem is and avoid the road call altogether,” Wells said. “So there’s a significant amount of time and money that’s being saved. And then the ones that we do need to go out and do repairs on, we have better insight as to what to bring so those repairs are being done in an effective manner.”

For fleets looking to implement new technologies into their maintenance operations, both Riemer and Wells recommended first having a strong understanding of your business along with goals and objectives, the current systems in place in your organization and how they’re being used, as well as who’s in charge of those systems.

About the Author: Grace Suizo has been covering the automotive fleet industry since 2007. She spent six years as an editor for five fleet publications and has written more than 100 articles geared toward both commercial and public sector fleets.


Cutting Costs, Making Profits
In addition to assisting with fleet maintenance operations, Zonar Systems’ technology has helped utilities cut costs and make a profit.

One of the company’s customers of over 10 years has been able to better manage its existing fleet of more than 12,000 units to eliminate the cost of renting equipment. Jeff Wells, Zonar’s vice president, described the fleet’s problem as a rental dependency.

“They were renting equipment,” he said. “For example, they had two sites that were within 20 miles of each other. Location 1 had a piece of equipment needed by Location 2, but Location 1 claimed they used it all the time. What we’ve been able to do for them is lower that rental dependency by providing insight into Location 1 utilization. Those conversations are really easy when you have the data. We can say, ‘OK, Location 1, you haven’t used this piece of equipment in a year, so we are going to send it to Location 2 and use what we have rather than take on that cost of renting a piece of equipment for Location 2.’ That was the biggest benefit for them.”

Another customer, Kootenai Electric Cooperative, was able to achieve return on investment within one year of implementing Zonar’s EVIR system.

“We implemented in 2014, and then in November 2015 we had a major storm,” said Mike Stevens, fleet mechanic for the cooperative. “We were able to track our vehicles 24 hours a day, monitor them, and then we put up geofences around the affected areas. We were able to get back $2 million in FEMA funding by proving the vehicles were there.”


Strategies to Reduce Fuel Theft and Fuel Card Misuse

Yes, it could happen: A nefarious individual could approach one of your pieces of equipment parked on the lot and siphon fuel right from the tank.

What is perhaps more likely, though, is loss due to improperly used fuel cards.

“By and large, employees do the right thing,” said Geoff Scalf, director of global energy business development at Telogis (www.telogis.com). “But you will have some employees who will make poor choices.”

Leveraging the proper technology and techniques can help ensure fuel theft is kept to a minimum.

It’s important that employees understand what the proper use of fuel cards means. Aside from using the cards to fill up personal vehicles, Scalf said he often hears of employees who travel in groups and don’t think twice about using one employee’s card to fill up several vehicles at once. There’s nothing fraudulent about that sort of misuse, but it can make for messy paperwork, numbers that don’t add up and misallocation of funds in the future. Another example of misuse: when an employee pulls a trailer with, say, a backhoe loaded onto it, and then uses the card to top off both the truck and backhoe without changing any codes in the system.

Telogis Fleet offers one way to keep closer tabs on misuse, whether or not it was intentional. The Telogis platform includes a module that gives increased visibility into fuel usage.

“It looks at fuel transactions and compares those to miles driven, to the location of the vehicle, to when the transactions actually occurred,” Scalf said. “It also looks at what you would expect the miles per gallon to be for that vehicle. Then it will flag anything that is outside the norm. Now, the customer can easily analyze the data; identify trends, opportunities and maintenance issues; as well as identify which transactions may be fraudulent or if there’s been misuse of the fuel card.”

Before implementation of the Telogis platform, it’s not unusual, Scalf said, to see 10 to 20 percent of fuel involved in misuse or theft. Because of the advantages of increased visibility, Telogis does have competitors in the fleet management software space. What makes the company different, according to Scalf, is that it works with automotive and equipment OEMs, installing telematics hardware with Telogis software so that it is available for use from the moment vehicles are delivered – minimizing the downtime and hassle of installations.

The increased visibility a fleet management program provides can mean benefits beyond reducing fuel theft and misuse. On the list: increased driver safety, work order management, better vehicle and employee allocation, and more.

Other Strategic Efforts
When it comes to addressing fuel theft in particular, the use of monitors, sensors and anti-siphoning devices also can be strategic efforts. Traditional safety and security precautions still apply; telematics simply takes things further. And if the data is available, why not use it?

“Fuel management definitely requires controls,” said Todd Carlson, principal manager for fleet asset management at Southern California Edison. “An uncontrolled fuel program can induce shrinkage and theft across a fleet. From my experience, even the worst scenarios of theft typically impact only a small percentage of the total annual fleet consumption, yet the dollar amounts can be significant.”

Carlson noted that Southern California Edison has had very few documented instances of fuel theft in recent years; a number of efforts to reduce it are in place.

“The majority of our fuel consumption and pumping occurs at bulk facilities at our service centers, which are behind fences, well-lit and typically monitored with cameras,” he said. “Off-site fueling is reviewed and approved by the driver’s manager via expense reporting.” In addition, SCE utilizes a telematics system that allows for tracking vehicle location and fuel consumption, and has Veeder-Root systems on most bulk tanks to confirm bulk delivery volumes.

Utility fleet professionals can be quite surprised when they first become aware of what’s actually been happening with their fuel, Scalf said. But the first step toward any improvement is being aware of the issue.

About the Author: Fiona Soltes is a longtime freelance writer based just outside Nashville, Tenn. Her regular clients represent a variety of sectors, including fleet, engineering, technology, logistics, business services, disaster preparedness and material handling. Prior to her freelance career, Soltes spent seven years as a staff writer for The Tennessean, a daily newspaper serving Nashville and the surrounding area.


When Combating Fuel Theft, Don’t Forget the Basics
In addition to strategic use of technology, fighting fuel theft and fuel card misuse starts with some practicalities. Following are several questions fleet managers should consider as they address these issues:
• Are fuel tanks locked and keys secure?
• Are vehicles parked in safe, secure, well-lit areas?
• Are employees aware of what constitutes proper fuel card use?
• Do employees understand why reducing fuel theft matters?
• Are consequences for improper fuel card use in place and enforced?
• Is off-site fueling regularly and comprehensively reviewed?
• Is there adequate visibility into how, when and by whom fuel cards are being used?
• Have anti-siphoning devices and/or sensors or monitors been considered/installed where necessary?

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