Green Fleets

Right Tool for the Right Job

Written by Seth Skydel on August 16, 2012. Posted in Smart Fleets.

Near-, mid- and long-term alternative fuel technologies are available and under development at Ford Motor Company, reported Jim Michon, truck fleet marketing manager, during a presentation at the 2012 Electric Utility Fleet Managers Conference. “In the near term,” he said, “we are migrating to advanced technology. In the midterm we plan full implementation of known technology, and long term we will continue to leverage hybrid technologies and deploy alternative energy sources.”

Specific technologies Ford is addressing, according to Michon, include advanced gasoline and natural gas engines, hybrids, electrified vehicles, fuel cells and hydrogen-powered engines. The company’s path to sustainability also covers body structures, including high-strength steel and aluminum used presently, and the potential for ultrahigh-strength steel, high-strength aluminum, high-temp and reinforced plastics, magnesium and carbon fiber, and bio-based components.

Ford is also targeting aggressive levels of aerodynamic improvements and working on a variety of technologies, Michon noted. Included are auto start-stop, active transmission warm-up, grille shutter, deceleration fuel shutoff, electric power-assisted steering and battery management systems.

Michon also discussed Ford’s EcoBoost family of turbocharged, direct-injected gasoline engines, which the manufacturer claims can provide up to 20 percent better fuel economy without sacrificing power.

In an EcoBoost engine, energy from the exhaust is used to rotate a turbine coupled to a compressor that pressurizes the incoming air, significantly increasing the engine’s power output. Highly pressurized fuel is injected directly into the combustion chamber of each cylinder rather than mixing with the incoming air in the inlet port. The advantage, according to Ford, includes more precise delivery of fuel for lower emissions, improved efficiency and avoidance of knock.

Visit www.fleet.ford.com for more.

Test Drive: Chevrolet Malibu Eco
Billed as the most fuel-efficient Malibu ever, the 2013 Chevrolet Malibu Eco with eAssist technology lived up to the manufacturer’s estimated 37 mpg on highway in a weeklong test drive. The 2013 Malibu Eco is the first Chevrolet to feature eAssist. Along with specific aerodynamic enhancements, according to the OEM, it achieves 12 percent greater highway fuel economy than current models equipped with the 2.4-liter engine.

“Malibu Eco’s eAssist system integrates regenerative braking with the latest lithium-ion battery technology to give our customers significant fuel-efficiency gains,” said Steve Poulos, global chief engineer of eAssist. “Providing electric boost to the powertrain system during heavy acceleration and grade driving helps the transmission operate more efficiently. The engine’s start-stop and fuel shutoff during deceleration features add to the fuel savings.”

The eAssist system is made up of a 32-cell, 0.5-kW lithium-ion battery, an electric motor-generator and a six-speed transmission. The system’s electric motor-generator is mounted to an Ecotec 2.4-liter, four-cylinder engine, in place of the alternator, to provide both motor assist and electric-generating functions through a revised engine belt-drive system.

“The battery system is designed to provide power assistance to the internal combustion engine, rather than storing energy for all-electric propulsion,” said Poulos. “It’s really an extension of the conventional internal combustion engine, not a replacement for it.”

The motor-generator in the eAssist system is a liquid-cooled induction model that bolsters the engine with approximately 11 kW (15 HP) of electric power assist during heavy acceleration and 15 kW of regenerative braking power. This power capability enables the battery to capture energy during regenerative braking.

The air-cooled 115-V lithium-ion battery in the Malibu Eco is integrated into a power pack located in a compartment between the rear seat and trunk. The power pack is cooled by an electric fan that draws air from a vent located in the package tray, behind the rear seat.

Additional fuel-saving features on the Malibu Eco, according to the manufacturer, include an aerodynamically optimized exterior, underbody panels, and electronically controlled shutters in the lower grille that close at higher speeds to push more air over and around the vehicle. In addition, lightweight components and systems – including an aluminum hood, aluminum rear bumper beam, low-mass carpet and dash mat, and more – save approximately 130 pounds compared to comparably equipped non-Eco models.

An Eco gauge in the Malibu Eco’s instrument cluster continuously responds to driving behavior and encourages fuel-efficient driving. A power flow display in the driver information center indicates if the Malibu Eco is operating in battery-charging, electric-assist or auto-stop mode.

The eAssist system works with Malibu’s 2.4-liter Ecotec four-cylinder engine rated at 182 HP and 170 pounds per feet of torque. The Hydra-Matic 6T40 six-speed transmission in the vehicle features changes to clutch controls and hardware to reduce spin losses while improving shift response. The eAssist system’s electric assistance at cruising speeds allows the driver to accelerate lightly or ascend mild grades without the transmission downshifting, and automatic grade braking keeps the transmission in a lower gear when decelerating or coasting on a downgrade. eAssist technology also allows for a numerically lower 2.64 final drive ratio.

The Malibu Eco in our test drive also lived up to the manufacturer’s claim of achieving up to 580 highway miles between fill-ups despite a smaller fuel tank than other 2013 Malibu models at just 15.8 gallons. “It’s a very integrated powertrain system, with no compromises in driving performance, shift quality, or ride and handling,” said Todd Stone, Malibu lead development engineer. “We believe this combination points to the future of vehicles powered primarily by an internal combustion engine.”

Visit www.gmfleet.com for more.

Eaton Makes Multiple Enhancements to Its Hybrid Power System
To increase the fuel economy, performance and payback of its hybrid power system for commercial vehicles, Eaton Corporation has announced a number of enhancements. Included are a new high-capacity battery, a new single-phase 115-V AC auxiliary power generator (APG), a higher-capacity clutch to expand applications up to 860 pounds per feet of torque and a new remanufactured battery for aftermarket purchase.

At the heart of Eaton’s new high-capacity lithium-ion battery is the latest battery cell architecture. The new design increases the fuel savings of Eaton’s hybrid power system an additional 5 to 10 percent, the company noted, while more than doubling the engine-off capability of the system for job site operations.

Eaton is also introducing a new single-phase, 5-kW APG. The APG option converts high-voltage DC current from the battery to 115-volt AC current that can be used by any number of tools on the job site. The APG unit is more compact and 25 pounds lighter than Eaton’s previous offering, which increases flexibility of installation.

The new high-capacity battery and APG will be rolled out during the fourth quarter of this year for utility vehicle applications. Eaton is also now offering higher-capacity clutches that can handle engines up to 860 pounds per feet of torque and 300 HP. Eaton has begun offering a remanufactured battery.

Eaton hybrid power systems have collectively accumulated more than 300 million miles of service. More than 6,000 of Eaton’s hybrid systems are in use today in trucks and buses in a variety of applications.

Yosemite Turns To Eaton For Cleaner Vehicles
Yosemite National Park now allows visitors to enjoy its pristine surroundings onboard new low-emission vehicles powered by Eaton’s hybrid electric systems. Eaton worked with the U.S. General Services Administration and Delaware North Companies Parks and Resorts, which handles the majority of the park’s transportation needs, to deliver four new Class 8 tractors with the Eaton systems. An additional seven vehicles – 37-passenger shuttle buses – are on order.

“The low-speed, low-mileage and stop-and-go duty cycles at Yosemite provide the perfect operating conditions for a hybrid truck,” said Kevin Snow, chief engineer for hybrid applications at Eaton. “On top of that, the environmental and fuel consumption improvements are going to be quite substantial.”

Dan Anthonijsz, village garage manager at Yosemite for Delaware North Companies, agrees. “We are definitely realizing fuel consumption reductions, currently averaging about 6.7 miles per gallon with the tram tractors,” he noted. “That’s a huge improvement over the one mile to the gallon that we were getting with the propane trucks that the new vehicles replaced.”

In addition, Eaton worked with park officials to install a new engine brake on a tow truck with an Eaton hybrid electric system to ensure the regenerative braking function was operating properly. Regenerative braking allows the hybrid system to recover power normally lost during braking and stores the energy in batteries to provide engine-off power takeoff capabilities.

Visit www.eaton.com/hybrid for more.

Terex Hybrid System Retrofit Program
Terex Utilities now offers customers the option to retrofit utility trucks with the Terex HyPower Hybrid System, a plug-in power takeoff system that uses stored energy from the system’s rechargeable batteries to power the nonpropulsion functions of most utility vehicles.

The Terex HyPower Hybrid Retrofit Program can be applied to any Terex or competitive manufacturer’s aerial devices 5 years old or newer and can be completed at any of 14 Terex Equipment Services locations. For an aerial device to be considered for a HyPower retrofit, it needs to pass an initial inspection, which covers the truck’s available payload capacity, body configuration and cab-to-axle length to accommodate the battery packs. After the inspection, retrofits can be completed in as little as two weeks.

HyPower retrofitted trucks come with the standard one-year warranty from the date of in-service on the system, the same as on new HyPower equipped units.

City of Longmont, Colo., Adds Terex HyPower Trucks
Terex Utilities has sold four trucks equipped with its HyPower Hybrid System – a Terex Commander C4047 digger derrick, a Terex Hi-Ranger TCX55 bucket truck and two competitive bucket trucks retrofitted with the HyPower system – to the City of Longmont, Colo.

“We are constantly looking at the emerging technologies like the Terex HyPower Hybrid System to see what would be a good fit for Longmont,” said Deborah Cameron, customer services and marketing manager for Longmont Power & Communications. “LPC crews like that they do not have to yell over engine noise for material or direction with the Terex trucks. They also appreciate that there is no reduction in the performance of the controls while the trucks are in hybrid mode.”

The service area that LPC covers is compact so city crews do not have long drives to work sites, which, according to Cameron, made the Terex HyPower system, with its separate batteries, a smart choice. One of the retrofitted bucket trucks serves as a service truck, taking care of outages and daily calls. The other is the city’s streetlight truck. The TCX55 bucket truck is primarily used by the city’s maintenance crew.

To offset the expense of the Terex HyPower Hybrid trucks, the City of Longmont received $70,000 through the Regional Air Quality Council. In the future, Cameron noted, the city will evaluate opportunities to add more Terex HyPower trucks to its fleet.

Visit www.terexutilities.com for more.

VIA Motors is demonstrating its extended-range electric pickup truck in a partnership between the manufacturer, the state of Utah and Rocky Mountain Power, a division of PacifiCorp and Utah’s largest electric utility. PacifiCorp is part of a group of utility, government and commercial fleets nationwide participating in an early evaluation of electric work trucks developed by VIA Motors in coordination with the U.S. Department of Energy.

VIA’s VTRUX electric vehicles are equipped with a 402-HP electric motor and will be available with a power export option up to 15 kW. The vehicles can average more than 100 mpg with a daily charge and in zero-emissions mode for a majority of fleet driving, the company said. The manufacturer works with General Motors to incorporate its V-DRIVE powertrain into new GM trucks, vans and SUVs. VIA is planning to sell electrified work trucks to fleets early in 2013.

Visit www.viamotors.com for more.

Allison Transmission Inc. has invested in a noncontrolling equity stake in Odyne Systems LLC. The manufacturer of hybrid control systems designed and developed a plug-in hybrid power system, which interfaces with the Allison family of commercial vehicle transmissions.

Odyne’s proprietary and patented plug-in hybrid drive system, sold through a worldwide distribution network, can be installed on a wide variety of new and existing vehicles. Johnson Controls is the exclusive supplier of lithium-ion batteries for Odyne Hybrid Power systems.

Visit www.odyne.com and www.allisontransmission.com for more.

Quantum Fuel Systems Technologies Worldwide Inc., in association with lithium-ion battery system supplier Dow Kokam, has delivered the first pilot version of its plug-in hybrid electric (PHEV) Ford F-150 pickup truck to Florida Power & Light Company.

The PHEV F-150 is powered by Quantum’s F-Drive parallel plug-in hybrid electric drive system. The F-Drive allows the truck to run the first 35 miles on a zero-emission electric drive and then switch to an efficient hybrid drive mode, achieving more than 100 mpg, according to the manufacturer, depending on the drive cycle and charging frequency.

Visit www.qtww.com for more.

XL Hybrids Inc. has released test results that it said validate a 21.2 percent reduction in fuel consumption with the company’s aftermarket hybrid electric powertrain. XL Hybrids’ powertrain is a bolt-on technology that integrates with an internal combustion engine and transmission.

The tests were conducted on a light-duty chassis dynamometer test cell. The testing process compared fuel economy performance from the vehicle in its original condition with the performance using XL Hybrids’ charge-sustaining hybrid system. The test was completed on a Chevrolet 2500 Express cargo van fitted with the OEM’s 4.8-liter engine and six-speed transmission over a light-duty Urban Dynamometer Driving Schedule test cycle.

Visit www.xlhybrids.com for more.

ALTe Powertrain Technologies, the developer of range-extended plug-in electric hybrid powertrains, has installed its system in the Ford Econoline E-350 platform. ALTe already implemented conversions in Ford F-150 trucks. The manufacturer is delivering an E-350 prototype to a fleet customer for evaluation and plans to build more prototypes for customer evaluations throughout the year, leading to a spring 2013 product launch date for the U.S. market.

ALTe’s road tests revealed that the E-350 cutaway chassis prototype can drive approximately 25 miles in an all-electric mode and then deliver nearly 15 mpg in a charge-sustained mode, the company reported. For a fleet vehicle that drives 45 miles per day, ALTe noted, the combined mode fuel economy would be more than 30 mpg, while a similar Ford E-350 cutaway chassis with a V8 gasoline engine averages fewer than 9 mpg based on data provided by major fleets.

Visit www.altept.com for more.

SCR Engine Update
As a speaker on a “Diesel Engines – Current and Future” panel during the 2012 Electric Utility Fleet Managers Conference, Dave Bryant, vocational sales manager at Freightliner, reported on the performance of 2010 emissions-compliant diesel engines. “There is growing confidence in SCR engine technology,” Bryant said. “Market adoption of SCR engines in six key Class 6-8 vocational applications [refuse, utility, construction, heavy hauling, beverage and municipal] is 39 percent greater than non-SCR engines today compared to 18 percent three years ago.”

Among the findings about SCR engine performance in Bryant’s report were the following:

• Fuel economy in EPA 2010 SCR engines was initially projected to be 3 percent better than 2007 models. Customers in utility truck applications are reporting a 5 percent improvement in actual use.
• In many cases, a three-time reduction in diesel particulate filter (DPF) regeneration cycles between 2007 and 2010 engines is being reported, including Detroit Diesel and Cummins models. DPF regeneration, Bryant noted, requires fuel to clean out unburned fuel, so reducing regeneration frequency also has a fuel economy benefit.
• Better drivability from increased horsepower and better throttle response are evident in 2010 engines, especially in Cummins ISB, ISC and ISL models.
• Durability is improved. Cummins has seen an appreciable reduction in warranty repairs on 2010 engines compared to 2007 models, especially for turbochargers and injectors. Additionally, improved cooling system performance is resulting in reduced heat rejection, causing fewer problems.
• OEMs have addressed packaging and chassis space concerns by providing clear frame rails and back-of-cab surfaces, and by not increasing cab heights.
• DEF infrastructure concerns have turned out to be a nonissue. Meeting fleet needs are bulk DEF, and more than 6,500 DEF retail outlets and 500 pump locations.

“In 2009 we told you that 2010 EPA engines compared to 2007 pre-SCR models would have better fuel economy, improved regeneration frequency, increased power with the same displacement, enhanced drivability and better cooling system performance to reduce heat,” Bryant said. “We also said we would address vehicle packaging concerns and DEF availability issues. All of those challenges have been met.”

Visit www.daimler-trucksnorthamerica.com for more.

Peterbilt Grows Natural Gas Vehicle Market
With a 40 percent market share of the commercial truck natural gas market, including vocational and over-the-road models, Peterbilt Motors Company continues to expand its natural gas-powered vehicle offerings.

Peterbilt currently offers two natural gas engine platforms. The Cummins Westport 8.9-liter ISL G, rated 320 HP at 1,000 pounds per feet of torque, is a spark ignition engine with a three-way catalyst emissions system that can be configured with either LNG or CNG fuel systems. The second platform is the Westport HD 15-liter engine rated 475 HP and 1,750 pounds per feet of torque with diesel pilot ignition configured for LNG fuel systems.

The OEM will also offer the new Cummins Westport ISX12 G in 2013. The engine, rated up to 400 HP and 1,450 pounds per feet of torque, features spark ignition and a three-way catalyst, and can be configured with an LNG or CNG fuel system.

Visit www.peterbilt.com for more.

CARB Retrofit Alternative Fuel System Certification
The California Air Resources Board has approved the ROUSH CleanTech propane autogas fuel system for retrofitting 2010 model year 5.4-liter Ford E-150, E-250 and E-350 cargo vans and wagons. ROUSH CleanTech is also pursuing retrofit certification for 2009, 2011 and 2012 model years of the same Ford models as well as E-450 cutaway vehicle platforms.

The CARB certification is the first awarded since 2000 for a liquefied petroleum gas retrofit system, and the first CARB certification for any alternative fuel system for retrofit installation on 2010 model year vehicles. The number of alternative fuel retrofit certifications awarded has been limited due to stricter regulations implemented in 1994.

ROUSH CleanTech offers a wide range of CARB-certified, dedicated liquid propane autogas fuel systems for pre-title installation, which includes applications for Ford F-250/350 trucks, Ford E-series vans, and Blue Bird Propane-Powered Vision and Micro Bird G5 school buses.

Visit www.roushcleantech.com for more.

Green Facility
Altec Industries has opened a new green-focused facility in Dixon, Calif. The manufacturer is using the 42,400-square-foot assembly plant 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 Pacific Gas & Electric Company and Southern California Edison. In addition, PG&E and Altec are partnering to develop Green Fleet utility vehicles, which will be produced at the new plant.

“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.

Environmentally Friendly Oils & Lubricants

Written by Seth Skydel on August 16, 2012. Posted in Maintenance.

For fleets interested in using alternatives to petroleum-based lubricants, biodegradable, nontoxic, ecologically friendly products for vehicles and equipment are available. These bio-based solutions offer excellent performance in a variety of applications and can be used as a replacement for conventional petroleum oils.

AMERIgreen offers its line of lubricants for vehicles and a wide array of tools and equipment exposed to demanding environments. The company’s lubricants combine highly stable vegetable base oils with unique additive technologies to create products that provide excellent thermal and oxidative stability, according to AMERIgreen, while delivering anti-wear and anti-corrosion protection. Visit www.amerigreen.com for more.

Hydro Safe Inc. offers hydraulic oils, lubricants and gear oils, among other products, that use vegetable-based oils as base fluids. The Hydro Safe line, according to the company, exhibits excellent thermal and oxidative properties, and improved performance characteristics over mineral-based oils, including low volatility, high flash points, lubricity, biodegradability and low toxicity. The high viscosity index of the products allows for operations in winter and summer without the need for fluid changes or equipment modifications. Visit www.hydrosafe.com for more.

Hybrid Service
A new partnership between XL Hybrids and Henley Transmission Services, the largest franchise holder of AAMCO automotive service centers, has certified AAMCO technicians to install and service the manufacturer’s hybrid electric powertrains for Class 1-3 commercial vehicles.

The XL Hybrids’ powertrain technology is available for Chevrolet Express and GMC Savana cargo and passenger vans. The company is also expanding its product line to include other makes and models, including Chevrolet and Ford vans and pickup trucks. Designed for aftermarket installation, the XL Hybrids’ powertrain installation takes fewer than four hours without modifying or removing the OEM engine or transmission. AAMCO service center technicians will also be trained to provide warranty service and maintenance on the hybrid vehicles. Visit www.xlhybrids.com and www.aamcohenley.com for more.

Lift Safety
Heavy-duty vehicle lift manufacturer Stertil-Koni USA Inc. is emphasizing the importance of product certification by the Automotive Lift Institute combined with a regular program of scheduled maintenance and annual lift inspections to ensure maximum performance and operational safety.

“The ALI Gold Label, indicating product certification, is fundamental to ensuring the highest quality standards in the lift industry,” said Dr. Jean DellAmore, president of Stertil-Koni USA. “ALI does not issue conditional or partial certifications. It assures the customer that a particular lift model is in electrical and mechanical compliance with established and agreed-upon standards.”

Stertil-Koni also stresses that heavy-duty vehicle lifts should be serviced regularly in accordance with the manufacturer’s recommended schedule. “Safety is paramount and routine servicing is the way to go,” DellAmore added. “We also support ALI’s recommendation that vehicle lifts be inspected at least once per year, or more frequently if specified.”

Stertil-Koni lift products include mobile, two-post, four-post, in-ground, parallelogram, half-scissors, and the axle-engaging, in-ground, scissor-style heavy-duty hydraulic lift configuration. Visit www.stertil-koni.com for more.

Ditch Witch Parts Now Interactive
Detailed information about Ditch Witch parts is now more readily accessible in the parts section of the company’s website. Redesigned for easy navigation and updated with new photos and information about digging system components, electronic guidance and locating equipment, vacuum excavation system components, drill pipe and replacement parts, the section features an interactive tool selector that helps users quickly and easily identify types of Ditch Witch tools. The parts section also has a tab to access and download Ditch Witch parts catalogs. Visit www.ditchwitch.com/parts for more.

Advanced Technology

Written by Seth Skydel on June 11, 2012. Posted in Smart Fleets.

It is a case of mutual interests combining resources and expertise, says Matt Gilliland, fleet services manager at Nebraska Public Power District (NPPD). “In 2006 to 2007, when Chevrolet was researching and developing the technology it would eventually use in the Chevrolet Volt,” he explained, “the OEM wanted to partner with utility fleets to deploy vehicles and evaluate their performance and function in actual operations.”

The result was an extensive program managed by the Electric Power Research Institute (EPRI), the nonprofit center for electricity and environmental research, that put demonstration Volt models on the road at 64 U.S. and Canadian utilities. For the three-year demonstration project, which officially began in 2011, NPPD is operating one of those vehicles.

NPPD supplies power in 91 of 93 Nebraska counties to communities as well as rural public power districts and electric cooperatives. Supporting its generation, transmission and distribution businesses is a fleet of 1,150 pieces of equipment ranging in size from ATVs to 140-ton cranes. Included are SUVs, pickups and vans, and a range of medium- and heavy-duty trucks.

The collaborative effort between EPRI, General Motors and NPPD is evaluating a 2011 Chevy Volt. The demonstration project will work to ensure safe and convenient electric vehicle charging, raise public awareness and understanding of plug-in electric vehicles, assist electric utilities in determining the support for charging vehicles and help public policy leaders better understand how electricity can be used as a vehicle fuel source. The program is made possible in part by a $30.5 million grant administered by the U.S. Department of Energy’s Recovery Act Transportation Electrification Initiative.

Equipped with a 120-kW electric motor that is equivalent to a 150-HP engine, the electric-powered, extended-range vehicle can travel approximately 35 miles on a full charge. After the battery is depleted, the onboard 80-HP gasoline engine and generator can power the Volt for an additional 372 miles for a total cruising range of 407 miles.

Working its way across Nebraska as a fleet vehicle, the Volt at NPPD is being used at 42 company locations in a variety of environments and under differing weather conditions. Data on the vehicle being supplied to EPRI will be included in aggregate results from all 64 utilities taking part in the project. In addition to performance information from onboard data capture devices, the utilities are helping determine charging and circuit-loading patterns and electric charging infrastructure readiness.

Behind NPPD’s participation in the demonstration project is the utility’s Domestic Energy Research and Application Initiative, which has funds for developing technologies related to environmental issues. “We’ve funded programs for energy research with the University of Nebraska, wind monitoring and carbon capture,” Gilliland noted, “so it made sense to leverage our resources to look into advanced vehicle technology as well. One of the benefits of this program was that by getting involved, we had access to some of the first Volts to come off the production line.

“One of the biggest benefits of the demonstration project,” Gilliland continued, “was that we formed a strong industry partnership where information flowed both ways. That will help us determine if this technology is right for our operation and our customers at the right cost.”

As for the Chevy Volt, Gilliland says it has done everything it was supposed to do. “It’s a great platform,” he stated. “This is one of the biggest advances in automotive technology in many years.”

HYBRID SOLUTIONS

Terex HyPower
The California Air Resources Board (CARB) has approved the Terex HyPower hybrid system for use in any power takeoff-equipped diesel-powered truck application with a gross vehicle weight rating (GVWR) of more than 10,000 pounds. This means the HyPower hybrid system meets the strict emissions requirements for anti-idling in the state of California, which many other states have adopted for fleets that are bidding on projects or requesting project funding.

CARB’s approval of the Terex HyPower hybrid system allows contractors and fleets to purchase new trucks with the system or retrofit older trucks. The Terex HyPower hybrid system enables job site operations without requiring the engine to be running, reducing harmful exhaust emissions and noise and lowering fuel use. According to Terex, the system can save up to 1,500 gallons of fuel per year based on 7,000 miles per year and 1,250 job site hours per year.

Visit www.terexhypower.com for more.

Altec
CARB has approved the Altec Jobsite Energy Management System (JEMS) when used in any power takeoff (PTO), diesel-fueled truck application with a GVWR of more than 10,000 pounds. Altec JEMS is a product of Altec’s Green Fleet, designed to eliminate engine idle time at the job site and reduce fuel consumption, noise and emissions. JEMS is an integrated plug-in system powered by application-specific battery packs. The system provides power for aerial devices, truck cab heating and air conditioning, and export power for hand tools and other electrical accessories.

Visit www.altec.com/green-fleet.php for more.

Eaton
Eaton Corporation has published a fact sheet on hybrid electric power systems for commercial trucks to help fleets determine whether the technology is the correct platform for their operations. The document covers applications, job site operation time, stop densities, vehicle speeds, driving techniques, warranty information and more. It also lists key specification information. More than 5,500 Eaton hybrid systems are in use today on utility vehicles and other commercial applications, and have collectively accumulated more than 200 million miles of service.

Visit www.roadranger.com for more.

Odyne Systems
Odyne Systems LLC has completed five plug-in hybrid vehicles funded by a U.S. Department of Energy development project and has delivered the vehicles to customers of DUECO Inc., the final stage truck manufacturer. Companies receiving the new technology include:
• Choptank Electric Cooperative, a Touchstone Energy Cooperative, which took delivery of a plug-in hybrid bucket truck with a Terex HR42M aerial device to be used in maintenance of electric lines;
• Consumers Energy, the principal subsidiary of CMS Energy, which took delivery of a plug-in hybrid utility truck with a Terex 5FC55 aerial device;
• NiSource, which took delivery of a plug-in hybrid bucket truck with a Terex TL41 aerial device for use in maintenance and construction of its electrical grid;
• NV Energy, which took delivery of an underground utility vehicle featuring a Vanair underdeck compressor for maintenance of an underground natural gas infrastructure; and
• Pepco Holdings Inc., which took delivery of a plug-in hybrid underground utility vehicle with a Vanair underdeck compressor for underground gas infrastructure maintenance.

Odyne has also delivered seven trucks featuring its plug-in hybrid propulsion system to utilities and municipalities throughout Wisconsin. Communities and utilities receiving the new technology were partially funded under the Wisconsin Clean Transportation Program jointly administered through the Wisconsin State Energy Office and the U.S. Department of Energy Wisconsin Clean Cities Program. The new units are anticipated to deliver 50 percent better fuel efficiency than a conventional truck annually, depending upon use.

Receiving vehicles with the Odyne hybrid systems is Milwaukee County, which took delivery of four work trucks that will be used to maintain traffic signals and street lighting. The vehicles feature the first Odyne hybrid systems installed on Kenworth truck chassis and are the first to power Venturo corner mount cranes. The trucks also have fiberglass bodies and Terex TL60 aerials.

Marshfield Utilities, serving the city of Marshfield, Wis., took delivery of a Navistar truck fitted with the Odyne system and a Terex HRX55 boom for use in construction and maintenance of the Marshfield utility grid. The Richland Center and Lake Mills units of Wisconsin Public Power Inc. will also be putting new Navistar chassis with Terex TCX60 booms and the Odyne hybrid system in service for the construction and maintenance of utility grids.

Odyne’s proprietary hybrid technology combines electric power conversion, power control and energy storage technology with Remy electric propulsion motors, modular Johnson Controls lithium-ion battery systems and other automotive components.

Visit www.odyne.com for more.

BAE Systems
The BAE Systems HybriDrive parallel system for Class 6, 7 and 8 vocational trucks is a scalable design that can be modified for a range of truck platforms, vocations and duty cycles. HybriDrive parallel is based on a motor/generator integrated between the engine and the transmission and an energy storage system, coupled with electronic controls. The system’s battery pack and electronics are sealed for under-vehicle environments.

Visit www.baesystems.com for more.

NATURAL GAS

Venchurs Vehicle Systems
Venchurs Vehicle Systems (VVS) is showcasing its new CNG and bi-fuel conversions for Ford F-250/350 trucks. The Venchurs CNG program includes dedicated CNG and bi-fuel systems that allow for seamless switching of the fuel supply and offer a range of up to 650 miles. VVS has built a CNG Search & Rescue Ford F-250 concept truck with its bi-fuel system for pilot program demonstrations by national park rangers. Each CNG conversion will be performed at the Venchurs’ conversion facility in Adrian, Mich.

Visit www.venchursvehicles.com for more.

Freightliner Custom Chassis
Freightliner Custom Chassis Corporation (FCCC), a subsidiary of Daimler Trucks North America LLC, has introduced its S2G chassis, a factory-installed liquid propane gas engine available in medium-duty trucks. The front-engine chassis utilizes a Freightliner M2 cab and has a GVWR of 33,000 pounds. Standard specs include an Allison 2300 automatic transmission with PTO provision.

The S2G’s 8-liter, 325-HP engine supplied by Powertrain Integration uses General Motors’ long block and other engine components. FCCC partnered with Powertrain Integration and CleanFUEL USA in the development of the S2G. A limited preproduction run of the S2G chassis is expected in the fourth quarter of 2012, with full production slated for the first quarter of 2013.

Visit www.freightlinerchassis.com for more.

Ram Truck
Ram Truck has introduced a factory-built CNG pickup. The Ram 2500 Heavy Duty CNG model is powered by the 5.7-liter Hemi V-8 and is equipped with both compressed natural gas tanks and an 8-gallon gasoline fuel tank. Canadian customers can opt for a 35-gallon gasoline tank. The CNG tanks provide a gasoline gallon equivalent of 18.2 gallons. If the CNG tanks are emptied, the vehicle will automatically switch to gasoline. CNG-only range is estimated to be 255 miles, while the backup supply of gasoline extends the range to 367 total miles.

The Ram 2500 CNG system uses a Hemi engine that has been modified to run on compressed natural gas as well as gasoline. Redesigned cylinder heads with specifically designed CNG-compatible valves and valve-seat materials allow the engine to burn both fuels. The engine also has a second, CNG-specific fuel rail and set of injectors, and a new powertrain control module that allows the Hemi to operate on either of the two fuel sources. In use the system is automatic. A small amount of gasoline is used during engine startup before the Ram CNG runs exclusively on compressed natural gas.

Visit www.ramtrucks.com for more.

General Motors
General Motors has announced details of its 2013 bi-fuel Chevrolet Silverado and GMC Sierra 2500HD extended cab pickup trucks. GM bi-fuel pickups are equipped with a CNG-capable Vortec 6.0L V-8 engine that transitions between CNG and gasoline fuel systems. Combined, the systems offer a range of more than 650 miles. The Silverado and Sierra will be available in standard and long box models, with either two- or four-wheel-drive systems.

Visit www.gmfleet.com for more.

Westport Innovations
Westport Innovations has announced that its Westport LD division’s WiNG Power System is being based on Ford’s new 6.2L hardened engine platform. Ford F-250 and F-350 pickups with the bi-fuel system run on natural gas or gasoline. WiNG Power Systems will be installed at the company’s manufacturing facility adjacent to the Ford Kentucky Truck Plant in Louisville.

Visit www.westport.com for more.

ELECTRIC

Motiv Power Systems
Motiv Power Systems has received a California Energy Commission grant of $1.16 million for an assembly line pilot run of four electric truck chassis in partnership with Detroit Chassis. The Motiv Electric Powertrain Control System (ePCS), which provides a 100-mile range, will be demonstrated in shuttle bus applications.

Motiv’s ePCS works with a wide range of batteries and motors. Through its intelligent software control algorithms, Motiv’s ePCS actively manages power flow between all electrical components in the vehicle. It also captures and wirelessly broadcasts data to the Motiv cloud for monitoring and analysis. Factors such as battery charge and vehicle status provide detailed real-time analytics to support fleet operators in preventive maintenance.

Visit www.motivps.com for more.

ALTe
ALTe Powertrain Technologies has installed its powertrain system in a second line of vehicles, the Ford Econoline E-350 platform. ALTe has already implemented conversions in Ford F-150 trucks. Road tests reveal that the E-350 cutaway chassis prototype can drive approximately 25 miles in an all-electric mode and then deliver nearly 15 mpg in a charge-sustained mode. These performance levels should continue to improve, ALTe noted, as it incorporates production level components and refines engineering algorithms. The company is delivering the E-350 prototype to its first potential fleet customer for evaluation and plans to build more prototypes for customer evaluations throughout the year. The company is targeting a spring 2013 product launch date for the U.S. market.

Visit www.altept.com for more.

Protean
Protean Electric is offering Protean Drive, an electric drive in-wheel motor system for existing light-duty vehicles. According to the company, the system can be easily integrated into a broad range of vehicles and can increase fuel economy by more than 30 percent depending on the size of the battery and the driving cycle.

Protean’s solution uses in-wheel motors that can deliver 81 kW (110 HP) and 590 pounds per feet, yet weigh only 68 pounds and are sized to fit within the space of a conventional 18- to 24-inch road wheel. Protean Drive regenerative braking capabilities allow up to 85 percent of the available kinetic energy to be recovered during braking. The system can be used on front-, rear- or four-wheel-drive vehicles that run on gas, diesel or other gaseous fuels such as CNG.

Visit www.proteanelectric.com for more.

VIA Motors
VIA Motors has announced it will collaborate with telecom provider Verizon to develop plug-in electric work vehicles using VIA’s proprietary extended-range electric vehicle (eREV) technology. eREV vehicles have up to 40 miles of all-electric range using lithium-ion batteries and the capability to drive unlimited additional miles using VIA’s onboard electric generator or range extender. In independent testing, VIA’s eREV pickup trucks have demonstrated up to 100 miles per gallon in typical fleet driving, according to the company. In addition, Verizon anticipates utilizing the onboard generator and power export option to power work tools or even provide power to its network in an emergency.

Visit www.viamotors.com for more.

ENGINES

Daimler Certifies Complete Vehicle Lineup
Daimler Trucks North America (DTNA) has announced that the U.S. Environmental Protection Agency (EPA) has certified its complete portfolio of model year 2013 on-highway, vocational and medium-duty vehicles as fully compliant with the new greenhouse gas 2014 (GHG14) regulations. DTNA’s GHG14 compliance has been achieved one full year ahead of the mandate for certification by the EPA and the U.S. Department of Transportation’s National Highway Traffic Safety Administration’s program to reduce heavy- and medium-duty truck greenhouse gas emissions.

Visit www.daimler-trucksnorthamerica.com for more.

Hino Trucks Honored at National Biodiesel Conference
Hino Trucks has been recognized by the National Biodiesel Board with the 2012 Eye on Biodiesel Impact Award. The company was nominated for the award for supporting the use of B20 biodiesel blends and for becoming the first manufacturer to support the use of B20 biodiesel blends in a hybrid-electric truck, as well as in its complete product line of Class 6 and 7 trucks.

All 2011 and later model conventional trucks powered by Hino’s proprietary J-Series engines are approved to use B20 biodiesel blends that contain biofuel blend stock (B100) compliant to ASTM D6751, and blended fuel compliant to ASTM D975. B20 biodiesel meeting these standards is also approved for use in Hino’s newly announced diesel and diesel-electric hybrid cabovers due to enter the market this summer.

Visit www.hino.com for more.

Green Shops

Written by Seth Skydel on June 11, 2012. Posted in Maintenance.

Nicor Gas
Nicor Gas, headquartered in Naperville, Ill., is one of the nation’s largest gas distribution companies. Owned by Nicor Inc., a holding company, Nicor Gas serves 2 million customers in a service territory that encompasses most of the northern third of Illinois, excluding Chicago.

“We look at environmental compliance as an opportunity for continuous improvement,” said Jeff Price, manager, fleet operations at Nicor Gas. “We are always seeking out best practices and applying them whenever feasible. For example, as shop equipment becomes dated, we look at the environmental benefits as well as the functionality of replacement technologies.”

Servicing approximately 2,000 units, Nicor’s fleet management department operates five large maintenance facilities and seven satellite shops throughout northern Illinois. The department has a total staff of 57, including 47 hourly employees who are directly involved in maintenance operations, and eight management personnel.

Price related that Nicor Gas has constructed a new maintenance facility that opened in December 2009 and that the utility is building another new shop that was scheduled for completion by the end of 2011. “In these locations,” he said, “we have several environmentally friendly features, and our goal is to have the structures certified as energy efficient. To achieve that, among other things, we have included prism sunroofs, high-efficiency fluorescent lighting, radiant floor heating and variable speed exhaust systems in the design. We are also moving away from chemical solvent tanks to hot water alternatives, and we’re using recycled glycol products, and are considering a similar program for our base engine oil products to the extent one is available.

“When it comes to ensuring compliance with environmental regulations,” Price continued, “our environmental, health and safety department does an excellent job inspecting our sites. We also stay abreast of changes through our alliances with vendors, associations and best practice seminars. If a change is identified, we take steps to handle these in a timely, efficient and economical manner.”

One way that Nicor Gas is meeting the challenge of addressing changes in and ensuring compliance with environmental regulations is through annual compliance training, monthly formal updates and refreshers in the form of tailgate meetings. “We take the training of our employees seriously and will continue to do so,” Price stated. “Occasionally, we look to outside sources to keep our techniques fresh and up to date.”

Price goes on to say that there is no single challenge when it comes to environmental compliance and initiatives in shop operations. “It’s more like managing the changing landscape and seeing that best practices are followed correctly,” he concluded. “We also try to follow the examples set in our communities. Many of our shop locations are in forward-thinking areas, and we want to be a good partner to these municipalities. It is our neighborhood, too, and it is the right thing to do.”

Central Hudson Gas & Electric
Central Hudson Gas & Electric Corporation, a regulated transmission and distribution utility headquartered in Poughkeepsie, N.Y., serves approximately 376,000 residential and business customer locations in eight counties of New York’s Mid-Hudson River Valley. Its 2,600-square-mile electricity and natural gas service territory extends from the suburbs of metropolitan New York City north to the state capital in Albany.

“We are constantly working to be sure we are complying with all environmental regulations,” said John McCormack, transportation foreman at Central Hudson Gas & Electric. “At the forefront of that effort is the annual hazcom training for our maintenance staff and instructional training for new employees on the use of equipment designed to help us protect the environment.”

The environmental compliance training that McCormack describes is now taking place at Central Hudson Gas & Electric’s six repair facilities. Included in the fleet’s maintenance operation is one main truck garage where all major inspections and repairs on trucks, buckets, diggers, backhoes and tractors are performed. There are also five district garages for major work and maintenance on light-duty vehicles. All of the facilities handle repairs on vehicles that are driven in and make road calls for breakdowns.

“We’re especially focused on managing the waste stream at our facilities,” McCormack stated. “Our shops no longer have any floor drains to allow anything to go into a storm drain. In addition, we’re making sure that engine and hydraulic oils, antifreeze, and used filters and tires are all being disposed of properly. We use only qualified contractors to handle that removal, and all of our vendors are registered and comply with all environmental regulations.”

Central Hudson Gas & Electric’s shops are equipped to properly and safely handle waste materials. In the truck garage there is a 500-gallon waste tank with an evacuation system to empty portable oil drain buggies and pans. The tank has an automatic alarm and shutoff to alert the staff when it is nearly full, and it will not accept oil when it is full. In the district garages there are 275-gallon waste oil tanks, which are now being converted to double wall models, and 55-gallon barrels for used filters and antifreeze.

“There are clearly benefits to all of our environmental compliance initiatives,” McCormack concluded. “A safer environment is better for our company, our employees and the communities we serve.”

Editor’s Note: Case studies on these pages have been supplied by FleetAnswers, a membership-driven Intelligent Fleet Community that connects fleet managers with industry peers, and provides tools to help improve operations, industry-specific benchmark data, and information on current trends and issues. For more case studies and other resources, visit www.fleetanswers.com.

Diagnostics Information
Mitchell 1, a Snap-on company, and Noregon Systems, a vehicle communications solutions supplier, announced an agreement to develop an interface between Mitchell 1’s Repair-Connect.net and Noregon’s JPRO Commercial Fleet Products. The new interface will enable Noregon to capture and pass a vehicle identification number (VIN) and diagnostic trouble code (DTC) into Mitchell 1’s Repair-Connect.net application. According to the companies, instantaneously delivering DTC-specific diagnostic and repair information to service personnel will shorten the time between an initial diagnosis and a completed repair, reducing downtime for service.

Mitchell 1’s Repair-Connect.net Web-based application uses DTCs to gather information required to fix a problem. Seven tabs presented in the Repair-Connect program contain details specific to the reported DTC, such as component location, connector views, removal and installation, wiring diagrams and specifications. The new interface will enable Noregon to capture and pass a VIN and DTC into Mitchell 1’s Repair-Connect.net and retrieve related service information, including a description of the trouble code, wiring diagrams, component connector views, electrical component locations, testing, removal and installation procedures, and specifications.

Noregon’s JPRO Commercial Fleet Products are PC- and adapter-based in-shop diagnostic solutions. JPRO works with engine, transmission and braking systems. The diagnostics software displays vehicle faults, and allows the user to record data for playback; view and chart engine parameters; print reports; and launch OEM software and troubleshooting guides. In addition to Class 7 and 8 vehicles, Noregon offers JPRO Commercial Fleet Products for medium-duty platforms, including Ford E-Series and F-Series trucks (model years 2004 and newer) and GM Class 2-6 trucks for model years 2002-2011. A broad spectrum of vehicle makes and models will be added throughout 2012.

Visit www.mitchell1.com/CommercialVehicleGroup/home.asp and www.noregon.com for more information.

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.

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.

Visit www.altec.com for more information.

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

Written by UFP Staff on June 6, 2011. Posted in Smart Fleets.

Around the Industry
The National Clean Fleets Partnership, a Department of Energy (DOE) initiative, has set its sights on helping companies reduce diesel and gasoline use in their fleets by incorporating electric vehicles, alternative fuels and other fuel-saving measures into their daily operations. Through the partnership, the DOE will assist in efforts to reduce fuel use and achieve greater efficiency and cost savings by offering specialized resources, technical expertise and support.

Part of the DOE Vehicle Technology Program’s “Clean Cities” initiative, the National Clean Fleets Partnership includes opportunities for technical assistance and collaboration, such as peer-to-peer information exchange, and access to expertise at DOE and national laboratories where related research and development initiatives are underway. Also possible is assistance in pursuing group purchasing so smaller companies realize the benefits of purchasing advanced technology vehicles.

The DOE has developed a wide range of technical tools to help companies navigate the world of alternative fuels and advanced vehicles. The collection includes cost calculators, interactive maps, customizable database searches, mobile applications and other vital information.

Utilimarc and CALSTART have joined forces to provide fleets with a range of valuable resources and experience about light- and medium-duty vehicles powered by alternative fuel. CALSTART, which is known for its Hybrid Truck Users Forum (HTUF), brings to bear its expertise to guide fleets in selecting and implementing new technology and measuring its benefits. Utilimarc’s benchmarking data plays a critical role in assessment, monitoring and ROI calculation, ensuring a reliable comparison of industry-specific metrics with an emphasis on tracking alternative fuel vehicles.

Regulations mandating environmental protection practices are requiring fleet managers to implement new programs. These rules, which cover a wide variety of topics, include the following:
• U.S. Environmental Protection Agency (EPA) rules covering hazardous wastes defined and regulated by the Resource Conservation and Recovery Act, known as RCRA (“Rick-Rah”), including recycling and pollution prevention options
• Federal underground storage tank (UST) regulations and state UST programs approved by the EPA that are allowed to operate in lieu of the federal program and may have more stringent regulations than the federal requirements
• Safe fuel-handling regulations designed to prevent accidental spills and overfills
• RCRA, Clean Water Act and Clean Air Act requirements that may pertain to vehicle painting
• Refrigeration service activities regulated under the Clean Air Act
• Regulatory requirements for pollutant discharge and storm water runoff systems
• Requirements for hazmat incident reporting

GreenTruck (www.greentruck.com), a consolidated source of information about environmental regulations, is provided by American Trucking Associations and the Transportation Environmental Resource Center. The site details EPA programs for oil spill prevention and response, and hazmat incident reporting. Also covered are federal and state underground storage tank (UST) regulations, safe fuel-handling regulations, hazardous waste definitions, refrigeration service activities regulated under the Clean Air Act and requirements that may pertain to vehicle painting. GreenTruck also provides details on the EPA’s National Environmental Performance Track program, which rewards companies that exceed minimum regulatory requirements and take extra steps to reduce and prevent pollution.

On the Road
Fleet managers continue to learn more about alternative fuel-powered vehicles. During the 2010 Electric Utility Fleet Managers Conference (EUFMC), three executives described their experiences.

Duke Energy has been operating groups of 2006- and 2009-model hybrid trucks, reported Mike Allison, director of fleet design and technical support. The hybrids and baseline vehicles in the fleet were fitted with data capture systems to compare operating information. “For the most closely matched vehicles, both driven approximately 22,000 miles,” he said, “we learned that the hybrid unit used 25 percent less fuel and accumulated 800 fewer engine hours. Overall, fuel economy was 6.83 mpg for the hybrid versus 5.60 mpg for the diesel-powered model.

“Initial acceptance by operators was also good,” Allison added, “and we found that savings were application-driven. Also, while we did have some performance complaints, those were corrected through software changes.”

Florida Power & Light also reported “strong user acceptance” for the initial 24 Class 6-7 hybrid trucks in its operation. At the time, the fleet had 36 months of service on its first hybrid units and more than 1 million miles of combined road service on the group of trucks. “At over 99 percent, availability of the hybrid trucks has been high,” said Claude Masters, manager, vehicle acquisition and fuel. “In addition, the hybrid trucks showed fuel savings of 32 to 47 percent [measured in gallons per hour].

“Factors affecting fuel economy include highway driving conditions and engine-off PTO operation,” Masters also reported. “Realizing efficiencies with hybrid vehicles comes from matching the equipment to the mission.”

Pacific Gas and Electric Company is also a user of alternative power trucks. “Making effective choices,” noted Dave Meisel, director, transportation services, “is about looking at the highest value proposition elements, and because fuel savings are very duty-cycle dependent, no one type of alternative fuel vehicle fits all applications. In addition, there are price and return-on-investment questions that need to be asked and answered because performance varies significantly between makes, models and manufacturers.”

Meisel also defined two other issues to address when considering alternative vehicles. Included were employee challenges, such as familiarity with the operation of the equipment and the availability of qualified technicians. Also to be considered are parts availability
and technical issues related to batteries and charging systems.

Today’s natural gas trucks are ready to handle utility tasks, said Dave Bryant, manager, vocational sales at Daimler Trucks North America (DTNA), during the 2010 EUFMC. DTNA, he noted, has put more than 2,000 natural gas units into service in a range of applications, including utility, municipal and construction fleets.

DTNA’s factory-installed natural gas solution for the Freightliner M2 112 platform features the Cummins Westport ISL G 8 engine. The five models offered in liquefied natural gas (LNG) or compressed natural gas (CNG) versions include 250, 260, 280, 300 and 320 HP options with peak torque from 660 to 1,000 lbs./ft. at 1,300 rpm. For its M2 natural gas models, the OEM offers CNG tanks in 60 diesel gallon equivalent (DGE) and 75 DGE configurations. Factory-installed LNG options include 119- and 147-gallon tanks, which equate to 65 and 86 DGE, respectively.

All Freightliner natural gas vehicles include a standard methane detection system. The system encompasses sensors mounted in the cab, engine compartment and outside the cab near the fuel tank to provide visual and audible warnings of fuel leaks. Freightliner and Cummins Westport also provide on-site fleet customer training, as well as engine and fuel system maintenance and troubleshooting services.

Bryant pointed out several benefits of natural gas engines beyond lower operating costs than diesel. “With the same rated speed as an ISL diesel, the ISL G provides 30 percent more torque at idle, and it is quieter,” he said. “Other advantages include a maintenance-free three-way catalyst and no need for additional emissions control devices, diesel particulate filter regeneration or ash cleaning.

“When you look at fuel choices, natural gas is a great choice to meet short-haul and vocational needs,” Bryant said. “It is less expensive than diesel fuel, and NG-powered engines have a lower cost of operation than their diesel counterparts.”

Liquid propane autogas, another viable alternative for fleet vehicles, took center stage at the 2011 National Truck Equipment Association’s Work Truck Show. There, ROUSH CleanTech announced its new 6.8-liter V10 propane autogas-powered Ford F-550 super duty chassis cab. The propane autogas fuel system will be available for 2012 and later models of the Ford F-450 and F-550 truck series, and is expected to ship beginning in October 2011.

The fuel system is currently in development and will be EPA and California Air Resources
Board (CARB) certified at launch. The system will be available as a Ford ship-through option for installation on new vehicles, or as a retrofit option for vehicles already in service.

While ROUSH CleanTech is still finalizing the details on tank capacity and options, the plan is to offer up to three tank configurations for the Ford F-450 and F-550 propane autogas fuel system – an in-bed tank and two under-bed tanks. The fuel tank choices will be able to be combined to conform to various body configurations and to meet the range requirements of customers. The system, equipped with a five-speed automatic transmission, will work on all cab and wheelbase configurations, as well as 4×2 or 4×4 vehicles.

“Going green is not just for light-duty vehicles anymore,” said Joe Thompson, president of ROUSH CleanTech. “Propane autogas offers so many benefits to fleets in terms of safety, economics, environmental soundness and convenience. There are thousands of refueling stations across the U.S., and many fleets are installing low-cost on-site refueling infrastructure to eliminate the need for off-site stations.”

Propane autogas burns cleaner than gasoline or diesel, with 20 percent less nitrogen oxide, up to 60 percent less carbon monoxide, 17 to 24 percent fewer greenhouse gas emissions and fewer particulate emissions when compared to gasoline. When compared to diesel fuel, the emissions reductions are even greater. Propane autogas also offers up to 40 percent reduction in fuel costs when compared to gasoline.

In the Shop
Southern California Edison (SCE) has been honored for green shop efforts at its Wildomar, Calif. facility, achieving Platinum certification under the Leadership in Energy and Environmental Design (LEED) program sponsored by the U.S. Green Building Council (USGBC). The USGBC process includes a green building rating system covering Sustainable Sites, Water Efficiency, Energy & Atmosphere, Materials & Resources, Indoor Environmental Quality and Innovation in Design.

During the 2010 EUFMC, James Kennedy, manager, presented details on SCE’s Greening Utility Fleet Garage Facilities activities. The Wildomar service center site is home to a
21,116-square-foot, two-story garage with six truck bays, a welding bay and a wash bay, along with an office building, an assembly space and a yard management warehouse.

“In the shop we focused on environmentally-sensitive planning, design and construction,”
Kennedy said. “For example, skylights and glass bay doors in the garage were placed to optimize the use of natural light. Also used were low volatile organic compound-emitting, nontoxic paints, coatings, adhesives, carpets and floor coverings to promote high indoor air quality. In addition, the building has an HVAC system with CO2 monitoring devices and HEPA filters to regulate fresh-air ventilation when indoor CO2 levels reach a predetermined threshold.”

Kennedy went on to say that the Wildomar service center is a model for new building construction at SCE. “We’re committed to environmental protection,” he stated. “Beyond meeting regulatory requirements, we’re developing and implementing programs and practices that improve air and water quality, reduce solid waste and conserve natural resources. In addition, we’re benefiting by reducing operating costs and by providing a healthier, more comfortable work environment for our employees.”

SCE also earned LEED credits for its green building education practices by providing public information on the sustainable features of the Wildomar facility. The utility has also been awarded credits for its green housekeeping program that promotes the use of nontoxic cleaning supplies, for achieving water savings through the use of high-efficiency plumbing and landscaping fixtures, and for the purchase of renewable energy credits to offset the facility’s energy usage.

SCE, one of the nation’s largest electric utilities, operates 1,900 medium-duty trucks and 3,000 passenger and light-duty vehicles, along with 1,000 heavy-duty units and 1,100 pieces of equipment. The fleet is maintained in 44 shops staffed by 246 technicians.

Pedernales Electric Cooperative

Written by UFP Staff on June 6, 2011. Posted in Fleet Profiles.

When you have upward of 200,000 members to make happy, there’s more than a little pressure on any fleet manager to make smart and effective decisions. For Jim Petty, fleet supervisor for Pedernales Electric Cooperative (PEC) – the country’s largest – the recent purchase of a Kenworth T370 hybrid truck is turning out to be the right choice.

“Not only will we be saving up to 50 percent in our fuel bills, but we’re doing something positive for our workers and the environment when it comes to emissions,” said Petty. “We expect the Kenworth hybrid to pay for the cost difference against a standard T370 in a short period. After that, we’ll save substantial money during our eight- to 10-year trade cycle. And we’ll be doing our part to be green.”

Headquartered in Johnson City, Texas, 50 miles west of Austin, PEC fields a fleet that is used to repair and maintain power lines in an 8,100-square-mile service territory. The new Kenworth T370 hybrid purchased through Kenworth of South Texas joins 75 other Class 6 to 8 trucks with aerial devices in the utility’s fleet. Those other trucks, which include Kenworth T800s, are equipped with PTO-driven 45- to 95-foot extendable buckets.

With the Kenworth hybrid, the bucket arm is extended and manipulated with a PTO powered by the hybrid’s battery pack. “In our other trucks, the engine always idles to run the PTO,” Petty noted. “We average between 3,000 to 5,000 hours of idling just to operate the PTO during the life cycle of the aerial device.

“Since the T370’s engine will only come on periodically to charge the batteries, we’ll save thousands of dollars in idling costs alone when we’re working on lines,” Petty continued. “We’ll also get upward of 25 to 30 percent better fuel economy since we drive in many urban areas, especially around Austin. What’s more, our crew on the ground won’t be exposed to diesel exhaust and we’ll have a quieter operation.”

The Kenworth T370 hybrid is powered by a 300-HP PACCAR PX-6 engine, and features an integral transmission-mounted motor/generator, a frame-mounted 340-volt battery pack and a dedicated power management system. Electricity that is generated through regenerative braking is stored and used for acceleration, assisting the diesel engine.

Kenworth offers a high-resolution, full-color in-dash display to monitor the hybrid system. As the power requirements for different driving conditions change, the screen constantly updates the system status, allowing the driver to optimize the performance of the hybrid system.

According to Petty, the electric co-op has been running hybrid cars for years with good success. “It’s a natural extension for us to move to bigger vehicles and all of us were excited to put the Kenworth into operation,” he said. “We placed the truck into service at our Austin service location and our drivers can’t wait to start driving it. During test drives, they commented about the smooth and fast initial acceleration, thanks to using battery power.”

Petty said there was no trepidation in putting the new hybrid technology to work. “Kenworth of South Texas and Eaton, the manufacturer of the hybrid system, did a great job during a training session to show our drivers and technicians exactly how the hybrid worked, and how it was different from conventional trucks. It gave us confidence going forward that we definitely made the right choice.”

About Pedernales Electric Cooperative
With a long history of serving its customers – called members because they are also owners – Pedernales Electric Cooperative was started in 1938 with the help of then-Congressman Lyndon Johnson. “He helped lobby the Roosevelt administration to secure a loan to build nearly 1,800 miles of electric lines through the Texas Hill Country,” explained Jim Petty, fleet supervisor. “It was the first power to be brought to the area for residents, who, until that time, relied on kerosene lamps for illumination.”

Tag: Green Fleets