As fuel prices rise and directives are given from the government and company executives to be more environmentally and operationally efficient, fleets have important decisions to make when incorporating new vehicles into their fleets. These new considerations have led fleets of all sizes across the country to include alternatively fueled vehicles, including those fueled by propane autogas.

Propane autogas refers to liquid petroleum gas (LPG) when it is used in an on-road engine. Propane autogas is non-toxic, colorless and virtually odorless. An identifying odor is added so it can be readily detected.

The third most common vehicle fuel in the United States, propane autogas fuels more than 270,000 buses, taxis, shuttles and light and medium duty truck and vans. Propane autogas reduces emissions while providing high performance and cost savings.

It is also a reliable, domestic resource, as nearly 90 percent of U.S. propane autogas supplies are produced in the United States.

In the past two years, more than a dozen new on-road platforms fueled by propane autogas have been developed with funding from the Propane Education & Research Council (PERC). Currently, more vehicle platforms are in development from Roush CleanTech, CleanFuel USA and Freightliner Custom Chassis Corporation.

Freightliner Custom Chassis manufactures premium chassis for the motorhome, delivery walk-in van and school bus and shuttle bus markets. Roush CleanTech and CleanFuel USA manufacture light and medium duty truck and van propane autogas systems.

Aftermarket conversion kits are available from manufacturers such as Alliance AutoGas, LandiRenzo, RGR Alternative Fuels, IMPCO, ICOM North America, and others.

Recently, the Indiana Department of Transportation (INDOT) and Austin, TX, rain gutter installation company Austin Gutter King, adopted propane autogas-fueled vehicles. While their fleets fall into different categories for size and usage, both have realized cost, performance and sustainability advantages from using these vehicles.

FUEL COSTS

Business owner Gary Kulp has made his Austin Gutter King a sustainable home service company by building his company around a core of environmentally friendly initiatives. These include using wind-generated electricity to power its headquarters and reusing rainwater for everything from washing cars to flushing toilets.

It made sense to incorporate alternative fuels into the fleet. Austin Gutter King’s fleet of service vehicles includes three Ford F-150s and one Ford F-350 fueled by propane autogas.

"We consider ourselves to be the greenest home service company in America," Kulp says. "We converted our vehicles to propane autogas because I wanted to lower fuel costs, but also support a sustainable, clean and domestic fuel source."

Cost savings were also a factor for INDOT, which started exploring new ways to fuel its fleet of 2,300 light and medium duty trucks and vans in 2008 after gasoline prices rose.

"We were trying to figure out how to pay for fuel for the agency because we hadn’t budgeted enough for gasoline and diesel, and didn’t want to pass that cost along to taxpayers," says Mark Ratliff, INDOT’s director of agency results and forecasting.

After attending seminars about various alternative fuels, INDOT determined propane autogas would best meet the agency’s needs and began converting nearly 600 of its light and medium duty vehicles to a bi-fuel system using gasoline and propane autogas. INDOT is currently in the process of converting the vehicles, which are used to transport highway maintenance crews, signal technicians and survey crews to job sites and projects.

"We had a greater opportunity with propane autogas because of the lower costs than other fuel technologies," said Joe Rudolph, INDOT’s director of technical services.

REDUCED MAINTAINING

Due to the large volume of propane autogas consumed by INDOT’s sizeable fleet, the agency has been able to negotiate a fuel cost that saves significant taxpayer dollars each month. Based on INDOT initial figures, savings could exceed $1 million on an annual basis.

Smaller fleets also can benefit from the lower cost of propane autogas. For the last 30 years, the cost of propane autogas has been, on average, 30 percent less than the cost of gasoline. Austin Gutter King’s Kulp says he saves approximately 40 percent on propane autogas compared with the diesel he buys for his other fleet vehicles.

Additional savings comes from a federal tax credit for the use of propane autogas. Fleets can claim 50-cents-per-gallon on fuel purchases through December 31, 2011.

Vehicles fueled by propane autogas also have saved both Austin Gutter King and INDOT money through reduced maintenance costs. Propane autogas burns hotter, cleaner and more efficiently than gasoline and diesel, resulting in reduced wear to engines and longer engine life.

"We have seen significantly reduced maintenance costs because we don’t have to change the oil nearly as often since propane autogas burns so much cleaner," says Kulp. "We expect the engines to last twice as long because there are fewer hydrocarbons in the fuel. We’re expecting to get about 300,000 miles out of those engines."

Manufacturers are able to calibrate engines fueled by propane autogas for increased efficiency and higher combustion so the vehicles provide the same horsepower, torque, and towing capacity as gasoline-fueled versions of the same models, while emitting fewer greenhouse gas emissions.

INDOT has not experienced any difference related to the performance of its converted trucks, which is being measured as a part of the contract for its conversion to test the amount of torque and rear wheel horsepower produced.

"It feels great to know that there’s a viable option out there that isn’t using gasoline," says Jason Jones, INDOT’s director of highway maintenance. "It’s great to drive a vehicle fueled by propane autogas. You can’t tell any difference."

"It’s just like a regular truck," agrees Kulp. "I’ve got a 60-gallon tank in the bed of the truck, and I like it because it moves the weight forward and allows me to tow more because I no longer have the 35-gallon gas tank at the very rear of the vehicle."

REFUEL METHODS

Ease of refueling has accelerated the use of vehicles fueled by propane autogas among fleets of various sizes.

Many fleets are realizing the advantages of installing an on-site refueling dispenser, which is compact and easy to install. The cost of installing a propane autogas refueling station is comparable to the cost of installing a gasoline or diesel refueling station.

Propane autogas providers can help fleet managers select the best on-site refueling option, and coordinate ongoing delivery of propane autogas.

Fleets also can refuel off-site at one of thousands of refueling stations across the United States. There are more propane autogas refueling stations in the country than for any other alternative fuel, including one in every state, according to the Energy Department’s Alternative Fuels and Advanced Vehicle Data Center.

INDOT and Austin Gutter King each have installed on-site dispensing for their fleets, but on very different scales.

INDOT has 115 refueling sites set up across the state of Indiana, spaced about 30 miles apart, which were installed by a state contractor. Each site has a 1,000-gallon tank with a dispenser accessible to drivers 24 hours a day. A fuel card issued to each driver provides access to the facility.

The state has contracts with various regional propane autogas providers to facilitate fuel deliveries. As more of the INDOT vehicles are converted to propane autogas, INDOT anticipates installing larger tanks at some of the refueling sites.

Austin Gutter King has a 500-gallon tank at its headquarters to refuel vehicles. The infrastructure was installed by its propane autogas provider, which also facilitates fuel delivery.

Drivers in both fleets have completed safety training sessions to learn the proper procedures for refueling vehicles.

"Our propane autogas provider conducted training to refuel vehicles, which is a relatively simple process - just as simple as gasoline," Kulp says.

SUSTAINABLE OPERATIONS

Vehicles fueled by propane autogas not only provide high performance, cost savings and easy refueling, but also reduce emissions. On average, fleet vehicles fueled by propane autogas emit 12 percent less carbon dioxide, about 20 percent less nitrogen oxide and up to 60 percent less carbon monoxide than gasoline-fueled vehicles.

"We promote our ‘green’ trucks to the Austin community as an example of an environmentally responsible organization," Kulp says. "Our Roush CleanTech vehicles are a part of that. I haven’t had any surprises with the vehicles. It’s a seamless system."

"We can only benefit from more people converting to propane autogas," Rudolph of INDOT adds. "This goes beyond saving the state and taxpayers money. It’s about using a domestic product that is made and used in the United States."

Fleet managers interested in vehicles fueled by propane autogas should contact their fleet dealers or vehicle manufacturers. For more information about PERC and vehicles fueled by propane autogas, visit www.autogasusa.org, or contact local propane autogas providers.

Insight for those considering walk-in van hybrid or all-electric vehicles

As fuel costs and environmental concerns continue to shape fleet’ purchasing decisions, now is an ideal time to examine the incentives and options surrounding alternative propulsion systems for walk-in vans (WIVs), says Mike Stark, senior technical sales manager national accounts, Freightliner Custom Chassis Corporation (FCCC).

The company manufactures premium chassis for the motorhome, delivery walk-in van, and school bus and shuttle bus markets.

There are three major options for alternative fuel WIV chassis, he says, all of which improve fuel efficiency:

All-electric chassis, like the FCCC MT E-CELL, which uses no fuel and releases no emissions.
Hybrid-electric vehicles, like FCCC’s model, which combines battery power with a diesel engine to improve fuel efficiency by up to 40 percent, Stark says.
Hydraulic hybrid chassis, which augments a diesel engine with a high-pressure propulsion system. FCCC’s WIV model "achieves a 50 to 70 percent improvement in fuel efficiency."

NEEDS ASSESSMENT

"Determining which of these vehicles is most appropriate for a fleet first requires careful analysis of performance needs," advises Stark. "Vehicle usage patterns should be the overriding factor in choosing the best of these solutions."

Fleets that mostly travel on-highway will not receive optimum fuel efficiency from hybrid or all-electric vehicles because they use their alternative propulsion components to launch from standstill and to run at low speeds, he says. This makes such vehicles best suited for fixed-route, stop-and-go driving.

Route length is another important consideration, he says. A 200-mile daily route doesn’t mesh with the mileage limitations of an all-electric vehicle because the all-electric chassis requires recharging after 100 miles.

A chassis’ alternative propulsion source also affects how much payload weight a vehicle can carry, he adds. The heavier the load, the more energy a vehicle spends while it’s in motion.

"Because the on-board diesel engines in hybrid-electric and hydraulic hybrid vehicles assist the batteries in powering the vehicle, these chassis can haul heavier payloads than all-electric vehicles, which have no diesel engine assist," continues Stark.

"The hybrid-electric and hydraulic hybrid also have higher gross vehicle weight ratings than all-electrics, enabling them to accommodate bodies with larger cargo spaces than all-electric vehicles, which tend to have smaller, lightweight bodies."

PROPER MAINTENANCE

Probably the most critical and often-overlooked aspect of choosing a hybrid or all-electric chassis is the issue of proper maintenance and vehicle support, Stark points out.

"While diesel technicians are qualified to handle the traditional engine components of a hybrid-electric or hydraulic hybrid chassis, it’s impossible to overstate the importance of staffing properly trained technicians for the alternative propulsion components. Failing to recognize this can lead to vehicle failure or disuse, which leads to loss of fleet efficiency and a poor return on investment."

For all-electric or hybrid-electric vehicles, this means ensuring that technicians have expertise in electrical system components like the battery packs, controllers and traction motors, he says. In the case of hydraulic hybrids, technicians need to be trained in working on high-pressure storage cylinders, pumps and hoses.

Choosing an alternative propulsion WIV for your fleet "will mean an investment of time and resources. With the right research and planning, it’s a choice offering long-term benefits for both your fleet and the environment," Stark concludes.

Powertrain technology retrofits

With tightening operating budgets, more and more fleets are investigating alternative fuels and hybrid vehicles as a way to help them improve vehicle efficiencies and lower operating costs.

One hybrid supplier is taking a different approach. Rather than producing a complete hybrid vehicle, ALTe Powertrain Technologies is working on a retrofit powertrain technology that allows existing light and medium duty trucks - up to 26,000 pounds gross vehicle weight - to go hybrid.

ALTe is an automotive supplier engaged in engineering, assembling and integrating component systems and software to create extended range electric vehicle powertrains and platform systems which will significantly advance vehicle fuel efficiency and lower emissions.

"By retrofitting powertrain technology, a fleet has a new option to extend the life of its vehicles while significantly increasing fuel economy at an affordable, incremental cost," says John Thomas, CEO and co-founder of ALTe.

The ALTe powertrain consists of a 22 kilowatt-hour (kWh) lithium-ion battery pack, four-cylinder engine, electric motors and proprietary communication interface modules.

"We’re currently retrofitting pickup trucks and full-size vans that use a Ford 2.0-liter engine," he says. "However, we are in discussions with several other engine suppliers as well.

KEY AGREEMENTS

Earlier this year, ALTe forged key supply agreements with A123 Systems and Remy International to ensure that the quality and durability of its batteries and electric motors can meet industry demands, notes Thomas.

A123 Systems designs, manufactures and sells advanced, rechargeable lithium-ion batteries and battery systems. Remy International is a leading worldwide manufacturer, remanufacturer and distributor of starters and alternators for light vehicle and commercial vehicle applications, locomotive products and hybrid electric motors.

"Thanks to a partnership with vehicle remarketing service leader Manheim, we will offer a nationwide installation and service network to handle fleet retrofits," he says.

TEST RESULTS

ALTe’s preliminary testing has shown little performance difference from the stock V-8 engine, according to Dennis Baranik, ALTe’s vice president of marketing and sales.

"Acceleration off the line is better than that of a typical gas vehicle," he says. "Generated torque is comparable to what we would expect for a hybrid, and more than capable of light and medium duty vehicle use.

"In addition, the retrofit will cause no loss of storage capacity. There is a slight degradation - about 15 to 20 percent - in towing capability, but that should not affect many fleets."

The range of ALTe’s converted hybrids will be about 300 miles, with the first 30 to 35 miles being all-electric, says Baranik. Once in hybrid mode, vehicles will achieve 25 to 30 miles per gallon.

When it’s time to plug in to recharge, the battery can be recharged within eight hours from a 110V outlet, or in about four hours with a 220V outlet.

All told, ALTe’s tests are showing anywhere between an 80 to 200 percent improvement in fuel efficiency, he says.

"Conversion cost per vehicle should be less than $30,000 and will be offset quickly by fuel savings and reduction in overall operating costs," he says. "Depending on the miles driven and potential rebates and tax credits that may be available, payback can come as quickly as one year."

ALTe has pilot projects with a number of fleets, including Pacific Gas & Electric. Based in San Francisco, CA, the electric company is one of the largest combined natural gas and electric utilities in the United States.

ALTe Powertrain Technologies plans to launch its retrofit powertrain technology in the fall of next year.

Siemens Industry developing "green" powertrains for North American market

About three years ago, Siemens Industry - the worldwide leading supplier of production, transportation, lighting and building technologies, decided to leverage its experience with hybrid drive powertrians for buses and move into developing electric powertrains for commercial trucks in North America.

Domestically, the company has been active in the bus market since 2001.

A leader in green technologies for buses in a number of overseas markets, it sees the U.S. as a market ripe with opportunities for both buses and trucks.

"Siemens is the only company that manufactures complete electric drives, rather than merely integrating all of the driveline components," says Thomas Orberger, business manager, hybrid drive, large drives - traction, for Siemens’ Drive Technologies Division.

"Another factor in the decision to put more focus on the North American market is Siemens success with its ELFA modular and efficient hybrid drive system for buses."

By definition, a hybrid drive system uses the combination of two different energy sources to reduce energy consumption and emissions.

MODULAR DESIGN

Being modular allows a vehicle manufacturer to configure the ELFA system according to its individual requirements, explains Orberger. What’s more, this flexibility permits the combination of all common energy sources and storages.

"The ELFA system synchronizes the two power systems via its power electronics to optimize the energy flow" he says. "This can result in up to 40 percent less energy consumption and CO2 emission, as well as quieter and more comfortable and reliable operation."

Since introducing ELFA system more than 13 years ago, Siemens has installed more than 1,500 systems in over 50 different bus and truck projects around the globe.

The ELFA system is used in commercial trucks as well.

Siemens’s objective is to supply a complete factory installed electric drive system for Classes 3 through 8 vehicles. The expected ROI is within five to six years, Orberger says.

Siemens has manufacturing facilities on Norwood, OH, and Alpharetta, GA.

The company has been in discussions with a number of truck OEMs, including Paccar and Daimler Trucks North America.

Headquartered in Alpharetta, GA, Siemens Industry is a business unit of Siemens AG of Germany, one of the largest global electronics and engineering companies.