1. Fleets for the Future
NCTCOG Participant / Stakeholder Outreach Session
May 24, 2017
NCTCOG - Arlington, TX

2. Stephe Yborra - Managing Director
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

3. 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)

4. Reduced emissions as compared to gasoline- and 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”)

5. 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

6. 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 % 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

7. Component costs of CNG
Fluctuations in commodity price of (uncompressed) natural gas have minor impact on pump price as it represents only % 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

8. 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

9. 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

10. Key Attributes and Best Applications
Return-to-base operations, repetitive route, or pre-set geographic operating areas
Higher fuel use -> better economics
Other determinants: Sustainability, AFV technology leadership by example; Fuel diversity
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
k GGE/year
Local goods/services delivery vans and trucks: food/bev, laundries, pkg. delivery, appliances/furniture
7-10k DGE/year
Taxis, police cars
k 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
k GGE/year

11. 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 and bed configurations
Light duty vans (Class 1-2)
Multiple cab-chassis and cutaway options; cargo and passenger configurations
Class 3-6 work trucks (e.g., utility trucks, dump-plow trucks, service step-vans)
Cab-chassis, cutaway and strip-chassis configurations for additional upfitting
CNG or propane; Mostly dedicated
Class 4-6 shuttle buses:
Cab-chassis and cutaway configurations; strip-chassis options for trolleys
School buses
Type A, C and D
OEM
CNG or propane; Dedicated only
Refuse trucks
Cab-forward (CF), cab-over-engine (COE) and conventional
CNG only; Dedicated only
Transit buses
30’, 35’ and 40’ transit buses, 60’ articulated buses and 45’ commuter coaches
CNG for all types, propane for buses less than 35’; Dedicated only
Street sweepers

12. Available LDVs and MDVs (slide 1)
Sedans, SUVs and Cross-overs
Cargo and passenger vans (½, ¾, 1-ton)

13. 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

14. 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 A Tymco 500X Capacity TJ900
Kalmar Ottawa 4x2

15. 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

16. 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)

17. 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)

18. 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
Auto/Truck Dealer
Customer
Aftermarket Retrofit System
Installer
2nd stage Body Installer
Manufacture vehicle
Replace conventional fuel system with alt fuel system
Customize vehicle body to suit specific needs
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 “one-stop-shop” manner by qualified entities.

19. Fueling Options: Utilize existing fueling infrastructure
Proximity/time-convenience value proposition?
Capacity to handle needs (flow, access)?

20. Current CNG Public-Access Stations in Region
~25 in the Dallas Ft Worth metro area
75+ in entire state of Texas

21. Current LPG Public-Access Stations in Region
6 in the Dallas Ft Worth metro area
20+ in entire state of Texas

22. 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

23. 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 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

24. 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

25. 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

26. 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

27. 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); 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); clean- diesel, 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.

28. Thank You. Stephe Yborra, Yborra & Associates. (301) 829-2520
Thank You! Stephe Yborra, Yborra & Associates (301)

29. Fleets for the Future
NCTCOG Participant / Stakeholder Outreach Session
May 24, 2017
NCTCOG - Arlington, TX