Fleets for the Future
NCTCOG Participant / Stakeholder Outreach Session
May 24, 2017
NCTCOG - Arlington, TX
Natural Gas Vehicles / Propane Autogas Vehicles
and Related Fueling Infrastructure
Summary of Attributes, Best Applications and
Deployment Program Implementation Best Practices
Stephe Yborra - Managing Director
Yborra & Associates
Benefits of Gaseous Fuel Vehicles

Reduced emissions

Displacement of gasoline and diesel fuels with
abundant, domestically produced fuel

Lower and more stable fuel costs

Lower maintenance costs

Lower total cost of ownership (TCO)
(Determinants: duty-cycle, fuel use, incremental cost, maintenance, vehicle life)
Reduced emissions as compared to gasolineand diesel-powered counterparts; plus/minus
compared to BEV/PHEV

NGVs and propane autogas vehicles
produce very low emissions

Criteria Pollutants
NOx
 PM



Greenhouse Gases
Total emissions footprint comprises
upstream/source of energy as well as
tailpipe emissions (“wells-to-wheels”)
Displacement of gasoline and diesel with
abundant, domestically produced fuel

99+% of natural gas is from North America; Estimated resources project 100+ year supply

Huge increase in propane supply from NG exploration has diminished importance of supply
from oil refining and related volatility tied to oil pricing
Natural Gas
Propane
Lower and more stable fuel costs

Vehicular natural gas and propane autogas both
enjoy pump price advantage compared to
gasoline and diesel

Historically, the differential has been between
15-60+% for natural gas and 30-50% for propane autogas.

Contemporaneous differentials for each fuel vary by region
based on the component costs of each fuel.

Propane autogas and vehicular natural gas each have had the
“upper hand” at various times….again, due to impacts on
component costs of each fuel
Component costs of CNG

Fluctuations in commodity price
of (uncompressed) natural gas
have minor impact on pump
price as it represents only 1520% of pump price, whereas oil
is 50-70% of gasoline or diesel
pump price.

CNG station development and
O&M costs represent largest
portion of CNG pump price
Component costs of propane autogas



Energy source costs and processing
costs (oil refinery, natural gas liquids
separation plant)
Storage either at or near processing
location or transported to other
storage facility.
Transportation costs between
Production/processing and storage
 Between storage terminal and local
distributor/marketer’s secondary
storage.


Distributor’s handling and delivery
fees from secondary storage to
customer by truck
Lower maintenance costs
Technology is similar, but requires some additional training.
Most systems work i/c/w OEM ECMs and OBD tools. Some tasks
added, others eliminated. Minor parts inventory differences
 Fleets report lower maintenance costs on LDVs, MDVs; HDV
costs slightly higher or lower depending on duty-cycle.
 Lower carbon = cleaner combustion = less soot =
less engine wear, extended oil change intervals, less
fouling of injectors and valves
 Service options



Through OEM dealer or (for HDVs) regional Cummins Westport
center

Through the authorized aftermarket retrofit system installer

By the fleet’s own internal technical staff
No federal technician certification/licensing requirements;
Voluntary ASE accreditation is available. Basic PM training is
recommended as is fuel system inspection training for CNG
Key Attributes and Best Applications

Return-to-base operations, repetitive route, or
pre-set geographic operating areas

Higher fuel use -> better economics
Vehicle type
Fuel consumption
Regional/ long haul freight trucks
18-22k DGE/year
Transit buses
11-13k DGE/year
Refuse/Concrete trucks, plows
7.5-10k DGE/year
Municipal sweepers
5-6k DGE/year
Shuttles
5.5-7.5k GGE/year
Local goods/services delivery vans and trucks:
7-10k DGE/year
food/bev, laundries, pkg. delivery, appliances/furniture
Taxis, police cars
4.5-5.5k GGE/year
School buses
2.5-3k GGE/year
Utility trucks, high-mileage pick-ups
2-2.5k GGE/year
Sedan, utility/telecom van, PWD pick-ups
1.2-1.5k GGE/year

Other determinants: Sustainability, AFV technology
leadership by example; Fuel diversity
Municipal applications well-suited to NGVs
and propane autogas vehicles
Vehicle type
Configurations
Providers
Fuel options
Sedan/SUV/crossover
Sub-compact through full size; police pursuit
vehicle option
Aftermarket
CNG or propane; Bi-fuel or dedicated
Pickup trucks
½-ton, ¾-ton, 1-ton, with multiple cab-chassis Aftermarket
and bed configurations
CNG or propane; Bi-fuel or dedicated
Light duty vans (Class 1-2) Multiple cab-chassis and cutaway options;
Aftermarket
CNG or propane; Bi-fuel or dedicated
Class 3-6 work trucks (e.g., Cab-chassis, cutaway and strip-chassis
utility trucks, dump-plow configurations for additional upfitting
trucks, service step-vans)
Aftermarket
CNG or propane; Mostly dedicated
Class 4-6 shuttle buses:
Cab-chassis and cutaway configurations; strip- Aftermarket
chassis options for trolleys
CNG or propane; Mostly dedicated
School buses
Type A, C and D
OEM
CNG or propane; Dedicated only
Refuse trucks
Cab-forward (CF), cab-over-engine (COE) and
conventional
OEM
CNG only; Dedicated only
Transit buses
30’, 35’ and 40’ transit buses, 60’ articulated
buses and 45’ commuter coaches
OEM
CNG for all types, propane for buses
less than 35’; Dedicated only
OEM
CNG or propane; Dedicated only
cargo and passenger configurations
Street sweepers
Available LDVs and MDVs
Sedans, SUVs and Cross-overs
(slide 1)
Cargo and passenger vans (½, ¾, 1-ton)
Available LDVs and MDVs
(slide 2)
Pick-up trucks (½, ¾, and 1-ton) in various cab configurations
Class 3-7 C/C platforms for upfitting
OEM Vocational/Specialty Trucks
Freightliner M2-112, 114SD
Kenworth T470, W900S
Peterbilt LCF320, 337, 348, 384, 365,
Mack TerraPro LE, LR
Autocar ACXpeditor, XSpotter
Elgin Broom Bear
Schwarze A7000
Tymco 500X
Capacity TJ900
Kalmar Ottawa 4x2
OEM Local-Regional Haul Class 8 Tractors
Freightliner Cascadia 113, M2-112
Kenworth T440, T660, T680, T880,
Volvo VNM, VNL
Peterbilt 365, 567, 384, 579,
Mack Pinnacle
International TranStar
OEM Transit/School Bus
New Flyer 30/35/40 LF
NABI/Optima 35/40 LF, BRT
ElDorado Axess, ERII, TMR
Gillig LF
Nova Bus LF
GreenLine Bus
MCI Coach
Thomas Saf-T-Liner HDX (IV),
C2 (III)
Blue Bird All-American RE (IV)
and Vision (III)
IC (International) Bus (III)
Aftermarket retrofits

Most aftermarket retrofits are done immediately after
leaving factory prior to delivery to the customer or, if
not, very soon thereafter


Goal: Optimize payback and operate
as little as possible on gas/diesel
Exception:
HDV Repowers

Numerous dual fuel and
several S.I.N.G. repower
options for diesel platforms
(7.6 – 15L engines)
Stakeholders potentially involved in the
gaseous fuel vehicle build process
Process is generally different for HDVs than LDVs and MDVs
Aftermarket
Retrofit System
Manufacturer
2nd stage Body
Manufacturer
OEM
Aftermarket
Retrofit System
Installer
2nd stage Body
Installer
Auto/Truck
Dealer
Customer
1.Manufacture vehicle
2.Replace conventional fuel system with alt fuel system
3.Customize vehicle body to suit specific needs
4.Deliver vehicle to customer (via dealer)
Steps #2 + #3 may be done by a wide range of independent actors and also can be done in a “onestop-shop” manner by qualified entities.
Fueling Options:

Utilize existing fueling infrastructure

Proximity/time-convenience value proposition?

Capacity to handle needs (flow, access)?
Current CNG Public-Access Stations in Region
~25 in the Dallas Ft Worth metro area
75+ in entire state of Texas
Current LPG Public-Access Stations in Region
6 in the Dallas Ft Worth metro area
20+ in entire state of Texas
Fueling Options:


Utilize existing fueling infrastructure

Proximity/time-convenience value proposition?

Capacity to handle needs (flow, access)?
Arrange for mobile fueling


Distance and associated transportation costs
spread across volume
Build fueling infrastructure on site or nearby

Assessment of current and future needs

Amortization of station capex and O&M

Different business models available
Fueling Options: CNG

Capital costs associated with CNG are greater than costs
for traditional liquid fuels and/or propane autogas.
 Greater CNG production and use --> better economies of
scale (lower capex and O&M cost/GGE).
 Assessing needs; evaluating pros/cons of time-fill versus
fast-fill and/or combination of both
 Time-fill equipment packages available from 4-100+
GGE/hour. Ability to start small, modular growth


Time-fill is generally, lower cost than fast-fill

Fast-fill allows for public access, which generates load,
which improves economics  lower pump price. Volume
is the key…. Minimum “threshold” of at least 125,000
GGE/ year (preferably 300K+)

Fast-fill relies on “right balance” of production capacity
and storage to meet demand. Ability to project maximum
hourly and daily load profiles is critical.
Several ownership/O&M business models available to
accommodate fleets’ different risk tolerances, available
budgets and technical capabilities
Fueling options: propane autogas

Very similar to traditional liquid fuels: storage tank,
dispenser(s), deliveries by supplier

Fairly low cost system ($30K - $400K)

As little as 1,000 up to 50,000 gallon tanks available

Ability to project demand profile helps optimize
equipment selection, reduces delivery costs

Different station ownership business models available
including own, lease and/or embed into contract fuel
price
Gaseous fuel vehicle aggregated purchase
procurement best practices

Identify vehicles/platforms most likely to garner
greatest interest through surveys, reviews of previous
years’ purchases, follow-up interviews.

Types of vehicles needed, their primary application/duty-cycle

Preferred powertrain requirements (2WD, 4WD)

Cab requirements (standard, extended, crew.)

Required/preferred fuel capacity; dedicated/bi-fuel

Potential quantities of each in the current and future FYs

Perceptions of existing fueling infrastructure and identification
of preferences versus requirements
Gaseous fuel vehicle aggregated purchase
procurement best practices

Promote bundled bids and facilitate communication between
potential supplier stakeholders

Widen bid solicitation outreach via AFV trade press and associations;
assist local OEM dealer relationships with retrofit system suppliers

Reach out to private fleets to assess interest and potential
collaboration to promote fueling infrastructure

Procurement language

Assure compliance with emissions regulations (EPA/CARB certs.)

Require that vehicle is built to safety standards (NFPA 52, 58)

Clarify warranty implications and responsibilities

Clarify maintenance tasks and technician staff training
VW Settlement Funding

Basis for settlement is excess NOx emissions from 580,000 VW, Audi and
Porsche vehicles (2.0L and 3.0L)

$10B Customer buy-back/fix-remediate/compensate

$2.0B ZEV Commitment

$2.925B Environmental Mitigation Trust (EMT); 10-15 year outlay

$200+ Million for Texas

Applies to Class 4-8 vehicles; Repower or replace diesel vehicles with newer
cleaner engine/vehicle (including scrapping old vehicle if replacement); cleandiesel, CNG/LNG, LPG, EV/HEV/PHEV qualify

Program sets % MAX limits for various technologies but States may design and
manage their own program grant guidelines (within those limits)

Best use of EMT funding is NGV and/or propane repower/replacement of older
larger diesels (e.g., trucks, shuttles, buses); these applications provide largest
NOx reductions per dollar spent and for greatest deployment of AFVs for the
dollars allocated.
Thank You!
Stephe Yborra, Yborra & Associates
(301) 829-2520
[email protected]
Fleets for the Future
NCTCOG Participant / Stakeholder Outreach Session
May 24, 2017
NCTCOG - Arlington, TX