Menomonie Street Department Vehicle Audit
Menomonie
Street
Department
Vehicle Audit
Problems in Environmental
Sustainability: Fall 2012
Aaron Duch, Nathan Stobb,
John Hestekin, Wendy Woessner
1
Table of Contents
2
Introduction
On Thursday, September 20, 2012, Linda Walsh, Sustainable Dunn member, gave a presentation to our Problems in Environmental Sustainability class about working with Sustainable Dunn, Dunn County and the city of
Menomonie (Walsh, Linda. Personal Communication, September 20 th , 2012).
After hearing from Linda, we decided to meet with representatives from the
County, the City and Sustainable Dunn.
On October 4, 2012 we met with Randy Eide from the City and Bob
Colson from the County to discuss possible sustainability capstone projects.
During the meeting, Randy shared that the Menomonie Street Department was one of the city’s biggest sustainability challenges, followed by the sewage treatment plant. The Street Department has many vehicles that are used throughout the year for snow removal, road construction and whatever else may be needed. We decided to analyze vehicle usage, fuel efficiency, and carbon emissions for current vehicles and provide sustainability recommendations for the future. One of the objectives of this project is to develop spreadsheets and procedures that can be used as templates for other city and county departments.
3
The primary goal of our project was to establish a baseline of energy consumption and CO
2
emissions from all of the large vehicles owned and operated by the Menomonie Street Department. Once we had a baseline data, were able to determine which of the fleet vehicles are the least efficient and provide recommendations for vehicle replacement. Our recommendations are based on the triple bottom line including people, planet and profit. Our research also considered new technology in efficient heavy machinery including, but not limited to, compressed natural gas and diesel hybrid.
On Monday, October 8, 2012 we visited the Street Department located at
621 11th Avenue West, Menomonie, WI 54751 to learn more about the entire vehicle fleet to be analyzed. Mr. Eide provided vehicle description information to start the project. With this information we created a benchmark to show the current conditions which helped guide our final recommendations.
On Tuesday, October 16, our group visited the Street Department facility a second time to speak with Bruce Heath, Street Department Supervisor, about the specific vehicle data needed to calculate fuel economy and CO
2
emissions
(Heath, Bruce. Personal Communication, October 8 th , 2012).
4
Current Conditions
We analyzed the 44 vehicles within the Menomonie Street Department’s fleet; vehicles ranged in model year from 1977 to 2009 (Figure 1).
Figure 1: Vehicle Audit Classification by vehicle type, Street
Department, Menomonie, WI
Based on our initial tour with Randy Eide and Bruce Heath, the “low hanging fruit” appeared to be the 1989 Ford tandem dump truck, unit 206. The
Street Department currently has funding to purchase a new dump truck, and after conducting our research, we were able to determine which vehicles are
5
least sustainable. The data we first received from Randy did not have a complete list of all the vehicles and other necessary information needed. At our meeting with Bruce on October 16 th , we asked him to compile all the fuel consumption and miles or hours of use data from 2010 for all vehicles. We received this data on Monday, October 22 nd . Once we receive all data we conducted a fuel efficiency report for each vehicle and determined the needs for improvement.
Our primary focus was on the larger vehicles in the fleet, particularly the dump trucks, front end loaders, and one-ton trucks, respectively. This order was dictated by the calculated annual CO
2
emissions per vehicle type (Figure 2) with the highest polluters taking precedence over the rest. Figures 3 and 4 display the fuel efficiencies for each vehicle type. The two charts are separated by gallons per hour and miles per gallon.
Figure 2 : Percent and number of vehicles audited by classification, Street
Department, Menomonie, WI.
6
Average Fuel Efficiently by Vehicle Type (mpg)
Figure 3 : Fuel
Efficiency by
Vehicle Type in Miles per
Gallon (MPG)
Figure 4 : Fuel
Efficiency by
Vehicle Type in Gallons per
Hour (GPH)
Possible Solutions
There are many alternative options for fuel, but not all are feasible. After discussions with Bruce Heath we decided to research four different types of fuels for future vehicles (Bruce Heath, Personal Communication, October 8 th , 2012).
The vehicle types we researched are compressed natural gas (CNG), biodiesel, ethanol, and diesel hybrid.
7
Compressed Natural Gas (CNG)
Compressed natural gas (CNG) is a fossil fuel substitute for gasoline, diesel fuel or propane. Vehicles can either run solely on CNG or they can be classified as bi-fuel, which means they retain their original fuel tank and are retrofitted with an additional CNG tank (Natural Gas, 2012). Certified installers need to perform vehicle conversions to CNG, which are usually done on cars and trucks, but not heavy duty equipment. Also, it is not cost effective to convert older model vehicles to natural gas because the initial price is expensive. (Compressed
Natural Gas, 2012). Liquefied natural gas (LNG) is another option we considered but is not feasible for Menomonie because the nearest fueling station is in
Lacrosse, WI (Natural Gas, 2012) 108 miles from Menomonie.
If the Street Department purchased a new CNG dump truck it would perform just as well as their current diesel model. The new CNG dump truck would also emit fewer pollutants such as carbon dioxide, unburned hydrocarbons, carbon monoxide, nitrogen oxides, sulfur oxides, and particulate matter, which benefit both the environment and operator (Jayaratne, 2010).
The overall greenhouse gases emitted are 40% less than that of diesel/gasoline fueled vehicles. Also in the event of a fuel spill, CNG is much safer than diesel or gasoline because it is lighter than air and disperses quickly when released
(Compressed Natural Gas, 2012). Another advantage of owning a CNG vehicle is that currently the price of natural gas is significantly cheaper than the price of
8
diesel fuel. A downfall to purchasing a CNG vehicle is that the initial cost is quite expensive but will pay itself back within several years due to lower fuel costs and maintenance expenses.
Biodiesel
Biodiesel is a generic term that can be applied to several types of fuels.
Biodiesel refers to diesel fuel based on vegetable oils or animal fats. It is produced from raw organic materials (such as soybeans or fat trimmings from poultry processing). Cooking oil waste from restaurants is often used in its unrefined form as a type of biodiesel (Kanellos, 2007).
For a vehicle to run on used cooking oil, it must be retrofitted with special equipment designed to burn the cooking oil effectively without causing damage to the engine (Hargreaves, 2006). Cooking oil waste would not be a viable option for Menomonie fleet vehicles. The city would have to form partnerships with restaurants in the area to collect their cooking oil waste for use in the fleet vehicles (Hargreaves, 2006). This in itself is not a problem; however the supply of cooking oil could fluctuate unpredictably. In order to support multiple vehicles, the city would need to collect waste cooking oil from multiple sources at different times as the fuel becomes available, creating a supply chain dilemma. This problem would only be compounded should the city decide to retrofit a large number of its vehicles to run on used cooking oil.
9
Standard biodiesel fuels can be purchased in large quantities or from select filling stations. Standard biofuels are highly refined and standardized so that the quality remains consistent. They can be run in a standard diesel vehicle without the need for modifications in small amounts (Bennink, 2012). Most diesel vehicle manufacturers today allow for up to 20% biodiesel content in the fuel without voiding the warranty. However, it has been found with some engines that biodiesel contents of greater than 20% can degrade rubbers seals and other components of the engine and fuel system. These components can be rebuilt to resist deterioration from biodiesel usage. Some engines are not affected by the use of biodiesel, regardless of the percentage used. Standard biodiesel is designated by percentage by volume; 20% biodiesel content in the gasoline is designated as B20 and B100 refers to 100% biodiesel (Bennink, 2012).
Biodiesel emits fewer carcinogens than standard diesel, is made from renewable resources, and creates fewer CO
2
emissions than standard diesel (Bennink 2012
& Kanellos, 2007).
Ethanol
Ethanol is an alcohol based fuel that is made by fermenting and distilling starch crops. In the U.S., corn is most commonly used to produce ethanol.
Ethanol can also be made from trees, grasses or sugarcane. The idea of using ethanol for vehicles is to reduce dependency on foreign oil, while shifting demand to domestic cash crops like corn (Lee, 2010).
10
E85 is the most well-known fuel that the everyday consumer uses to fill up their vehicle. The blend is 15% gasoline and about 85% ethanol. E85 will only run in vehicles that are made for flexible fuels (Ethanol, 2012). Most commercial trucks run on diesel fuels, but if they were able to run on E85 it could be a good switch that would in turn preserve the environment. As previously stated, corn is the most commonly used crop to create ethanol, but Brazil is currently creating ethanol from their sugarcane stock. The crop is easier to grow, and the process of making the ethanol is cleaner and more efficient (Ethanol, 2012). Large commercial vehicles, like dump trucks and skid steers are generally not run on
E85 because they are not designed to run on ethanol based fuels. The major advantages to running vehicles on E85 are that there are many available fuel stations throughout the state and E85 emits fewer pollutants than regular gasoline (Ethanol, 2012).
Diesel Hybrid
Diesel hybrid vehicles are very similar to conventional hybrid vehicles in that they use two forms of energy to propel the vehicle. The first form of energy comes from a set of batteries that powers an electric motor. This is generally used when the vehicle is accelerating from zero to around 25 miles per hour. At speeds above 25 miles per hour the electric motor disengages, and the conventional combustion engine takes over. In most diesel hybrids, during
11
braking and coasting the motor becomes a generator which drags on the driveline producing a current, which charges the bank of batteries. This takes some of the load off of the vehicles diesel engine, which in turn saves 30-50% in fuel ( Berg Tom, 2012, Wysocky Ken, 2011 ).
Driving a diesel hybrid vehicle would be similar to driving a standard diesel vehicle. The operator would place the transmission in ‘Drive,’ release the brakes, and step on the accelerator. Once the batteries are depleted, or the vehicle reaches a certain speed, the electric motor will turn off and then switch to the diesel motor. Since electric motors can create full torque at 0 RPM’s, accelerating from a stop in a diesel hybrid is just as quick, if not quicker, than a standard diesel (Berg Tom, 2012).
The drawbacks to hybrid diesels, however, are substantial. The main downfall being they are not readily available. There are many articles about concept vehicles and research circa 2008, but there are very few articles on the subject since then. In addition, after researching several leading dump truck manufacturers’ websites, we found they are unavailable as production models.
For example, on Peterbilt’s website they do have a page for their diesel hybrid vehicles, but no information on specifications, cost, or the ability to order one
(Peterbilt, 2012). Another significant downfall is overall cost. The upfront cost will be more due to the hybrid system, not to mention the future cost of replacing
12
the bank of batteries when they no longer work. At this time, we believe diesel hybrid is not a feasible solution to reduce energy consumption and cost.
Final Recommendations
Dump Truck options
After much research we conclude that a CNG dump truck is not a feasible option for the City of Menomonie at this time. CNG dump trucks have many advantages such as reduced CO
2
equivalent (CO
2 e) emissions, substantially lower fuel cost, and reduced dependence on foreign oil. Despite these advantages, a CNG dump truck is not an economically feasible option at this time. In a discussion with a
Freightliner dealer, the sales representative stated they have a production CNG dump truck available, but the cost of the CNG package is roughly $60,000 more than an equivalent diesel truck. The cost for the CNG dump truck would be $190,000-$200,000 for the cab and chassis only. With the addition of the dump bin, hydraulics, and other features, the total cost would be upwards of $250,000, making it $70,000 over the city’s allotted budget. This significant cost increase would be impossible to recoup in fuel savings over the life of the vehicle (Figure 5).
The Wisconsin DNR often has grant opportunities for purchase of a single alternative fuel vehicle. At this time, there are no grants for CNG vehicles. Should the city decide to purchase a CNG vehicle in the distant future, they can utilize a grant to save money, educate the community and invest in a sustainable future. We
13
recommend that the city contact Maria Redmond (Grants Administrator/Fuels &
Vehicles Sector Specialist) at the Wisconsin State Energy office to be placed on a list for future grant opportunities. See Appendix B for contact information.
Diesel Dump Truck Comparison Evaluation
One-ton Trucks
Figure 5 : Diesel dump truck comparison evaluation
Despite CNG not being a viable option for heavy duty dump trucks, it is still feasible for the replacement of the city’s one ton trucks. Our research suggests that in
2013 Dodge will have a CNG based ton truck which will cost $11,000 more than a conventional ton truck. Based on our calculations in fuel savings, we predict the additional cost will be recouped in roughly thirteen years (Figure 6). In addition to the fuel cost savings, the vehicle will be emitting approximately 40% less CO2e emissions,
14
drastically reducing the impact on the environment and reducing the amount of toxins inhaled by vehicle operators. In addition, a vinyl vehicle wrap could be applied to the truck to inform Menomonie residents on the benefits of alternative energies, as well as show them what the city is doing to lower their overall footprint (see Figure 7).
One-Ton Truck CNG Comparison Evaluation
Figure 6 : One-ton truck CNG comparison evaluation
15
Figure 7 : Above are examples of a vinyl wrap. The future pick-up truck could have a wrap similar explaining the benefits the new truck and advertising that
Menomonie has a CNG truck.
Triple Bottom Line Analysis
People
Potential reduction in taxpayer dollars due to lower vehicle cost
Vehicle driver will breathe in less toxic emissions during operation of vehicle
Motivate other City and County departments to follow in sustainable alternatives
Opportunity to educate the wider community through local news releases and vehicle vinyl wrap (ton truck)
Profit
Increase fuel economy, resulting in lower vehicle operation cost
Higher performance vehicle = increased work efficiency and decreased labor costs
Opportunity to purchase more than one vehicle with future savings
Planet
Reduce CO
2
emissions to lessen greenhouse gases
Recycle/dispose wisely the vehicle model being replaced o City of Menomonie will sell existing truck
Reduce fuel consumption o Reduce natural resources needed for vehicle operation
16
Future Opportunities
Another opportunity to work with the City of Menomonie came up during our final presentation. Currently the sewage treatment plant across the street from the street department is burning off about 1/3 of its biogas byproduct. This excess biogas could be used to create CNG or for another purpose. Future sustainability capstone students could work with the sewage treatment plant to examine methods for producing CNG and determine the amount of CNG that could be generated at the facility.
Sources
Bennink, Curt (23 May 2012). Biodiesel Puts Fleets In The Green. For Construction
Pros.com.
Retrieved from http://www.forconstructionpros.com/article/10720917/biodiesel-puts-constructionfleets-in-the-green
Berg, Tom (October 29, 2012). Eaton Hybrid Drive Applied To A Dump Truck .
Construction Equipment . Retrieved from http://www.constructionequipment.com/bodies-truck-dump/eaton-hybrid-driveapplied-dump-truck.
“Compressed Natural Gas.” (October 31, 2012) Wikipedia: the Free Encyclopedia.
Wikimedia Foundation, Inc, Web. Retrieved from http://en.wikipedia.org/wiki/compressed_natural_gas
“Ethanol.” (October 30, 2012) Energy Efficiency & Renewable Energy, U.S. Department of Energy . Retrieved from http://www.fueleconomy.gov/feg/ethanol.shtml.
Jayaratne, E. R., Meyer, N. K., & Ristovski, Z. D. (2010). Critical Analysis of High Particle
Number Emissions from Accelerating Compressed Natural Gas Buses.
Environmental Science & Technology , 44 (10), 3724-3731.
Kanellos, Michael (February 8, 2007). Fast-food Fat: future fuel for cars. CNET News .
Retrieved from http://www.energyandcapital.com/articles/mcdonalds-providesthe-uae-with-biodiesel/1618
17
Lee, M. (2010). Will sugar be the oil of the 21 st century?. Ecologist, vol. 40 (7) , 12-13.
“Natural Gas.” (November 1, 2012) U.S. Department of Energy. Energy Efficiency &
Renewable Energy . Retrieved from http://fueleconomy.gov/feg/bifueltech.shtml.
Panzica, Brianna (July 5, 2011). McDonalds Provides the UAE with Biodiesel. Energy &
Capital . Retrieved from http://www.energyandcapital.com/articles/mcdonaldsprovides-the-uae-with-biodiesel/1618
Peterbilt Model 337 hybrid.(October 26, 2012) Retrieved from http://www.peterbilt.com/hybrid337.3.aspx.
Wysocky, Ken (October 29, 2012). The Future of Hybrid Service Vehicles. Pumper .
Retrieved from http://www.pumper.com/editorial/2011/07/the_future_of_hybrid_service_vehicles
Appendix A: Project Timeline
18
Appendix B: Communications & Meetings
1. Notes
a) Combined Meeting Minutes: 10/4/12 – Classroom meeting with City, County, and
Sustainable Dunn officials to discuss project scope
-1 shared building between city/county
-Menomonie hasn’t been able to define its carbon footprint – how large is it?
-Menomonie officials want to know “what is a carbon footprint?”
-Mayor put together a sustainability plan
-Low-hanging fruit: police/fire/fleet vehicles/heavy equipment audit or wastewater treatment carbon footprint audit – power, water, gas, gasses burned and emitted
-CNG garbage truck option? – local CNG station
-Composting – possible effort between city and Stout
-Possible recommendations for vehicles supporting both city and county
-Potentially more funding for wastewater projects
-Vehicle project would be more visible to residents
-Contact Randy when data/info is needed
-Create a template for future city/county use
-Determine greenhouse gas emissions for city vehicles on a per vehicle basis b) Combined Notes: 10/8/12 - Tour of Menomonie, WI Street Department Facility with
Randy Eide and Bruce Heath
- Data can be provided if vehicle unit no. is supplied
- Rubber tire end loaders – 4 yd 3 /bucket load – 1998 Cat, 2007 Volvo
-Motor graders – snow removal
-3 (2000) Sterlings w/ Cat C7 engines
-3126 Cat (1997)
19
-1990 Ford Sterling – 270 hp Ford diesel (3) and older? – auto trans.
-Roller compactor – 4 cyl diesel
-No. 25 – 1 ton 3500 Silverado
-Street sweeper – John Deere 4 cyl – 1984 & 1988
-2007 turbine street sweeper
-Skid steers – not in shop at time of visit
2. Email Communications with City of Menomonie:
To: reide@menomonie-wi.gov
Cc:
; ; ; ;
Randy,
Thank you very much for taking the time to come meet with us this evening! I think I can speak for all of us in saying that we’re very excited about the project and we can’t wait to get started.
We discussed times that would work for us for a tour of the Street Department vehicles and it looks like our ideal time would be 10:00AM on either Monday October 8 th
, or the same time on Monday October
15 th
. Please let us know which one works best for you, and if neither of them work we can try to come up with another time that works for everybody.
Again, thank you for coming, and we’re very excited to start the project.
Regards,
John Hestekin hestekinj@my.uwstout.edu
To:
Hestekin, John
Cc:
; ; ; ;
Inbox
20
Friday, October 05, 2012 9:02 AM
John and Team,
This will be a great project... thanks for helping us out.
Monday, Oct 8th, at 10AM works well for a brief tour of the Street Dept and some of the vehicles in that department. How about meeting on site at 10AM on Monday. The
Street Department is a large metal building directly across from the waste water plant
(very close to campus). Specifically it is 621 11th Av (HWY 29). I will see you there... let me know if you need better directions.
I've asked the City Clerk to put together a vehicle list for the street department and I expect to have that later today or maybe Monday morning... I'll send that out as soon as I get it.
Thanks again... I look forward to working with you all.
Randy
Randy D Eide, P.E.
Director of Public Works
800 Wilson Av
Menomonie WI 54751
715-232-2207
To:
Hestekin, John
Cc:
; ; ; ;
Sunday, October 07, 2012 9:06 AM
John, Aaron, Nathan and Wendy,
Attached is a spreadsheet listing the different vehicles in the Street Department and related information. We'll discuss other info you may need on Monday.
See you Monday Morning.
Randy
Randy D Eide, P.E.
Director of Public Works
800 Wilson Av
21
Menomonie WI 54751
715-232-2207
To:
- ; bheath@menomonie-wi.gov
Cc:
; ; Stobb, Nathan
Thursday, October 11, 2012 5:12 PM
Hi Randy and Bruce,
Thank you so much for giving us the opportunity to tour the Menomonie Street
Department. We really enjoyed seeing all of the vehicles and getting a grasp on the project scope.
We have been discussing the next steps and what information we need to continue.
Could you please supply us with information on the fuel consumption of each vehicle?
Specifically, do you have data on amount of fuel consumed with the mileage at the time of each fill up? Or if the vehicle is clocked in hours instead of mileage, the data on amount of fuel consumed with the corresponding hours at the time of each fill up?
Also, would either of you be willing to sit down with us on Monday, October 15th at
10am to discuss more in depth the data we received from you?
We look forward to hearing from you,
Thank you very much,
Wendy Woessner
University of Wisconsin -Stout
Senior Packaging
763.670.0360 woessnerw@My.uwstout.edu
To:
Woessner, Wendy
Cc:
- ; ; ; Stobb, Nathan
Monday, October 15, 2012 8:14 AM
Wendy,
Bruce and I were out late last week. Bruce will be at the shop at 10AM if you still want to meet. Sorry about the late response.
22
Randy
Randy D Eide, P.E.
Director of Public Works
800 Wilson Av
Menomonie WI 54751
715-232-2207
To:
- ; bheath@menomonie-wi.gov
Cc:
; ; Stobb, Nathan
Monday, October 15, 2012 9:27 AM
Hi Bruce and Randy,
Thank you for the information. Our main priority right now is obtaining the fuel consumption data. We have a progress report due Thursday so we're really hoping to get the fuel consumption data before then so we can set a baseline for each of the vehicles.
Any help you could give us on this would be greatly appreciated!!
Wendy Woessner
University of Wisconsin -Stout
Senior Packaging
763.670.0360 woessnerw@My.uwstout.edu
To: bheath@menomonie-wi.gov
Cc:
- ; ; Stobb, Nathan
Monday, October 15, 2012 9:52 AM
Hello Bruce,
We were wondering if you could possibly meet with our group tomorrow between 11:15 and 1:00 instead of meeting this morning as Wendy had originally suggested?
We noticed that some vehicles were missing from the list Randy supplied us on Oct. 7 and we would like to discuss the vehicles in greater depth with you. Also, if someone
23
could supply us with data on fuel consumption for the fleet vehicles, we would greatly appreciate it.
Please let me know if a meeting tomorrow morning would work for you.
Thank you!
Aaron
To:
Duch, Aaron
Cc:
- ; ; ; - ; Woessner, Wendy
Monday, October 15, 2012 10:10 AM
Tomorrow is fine for meeting - how about 12:30 PM? We have reports we can run from our fuel system but we would like to keep it to within a reasonable time period. We can discuss this at the meeting.
Bruce
To:
-
Cc:
- ; ; ; - ; Woessner, Wendy
Monday, October 15, 2012 11:14 AM
Sure, we will plan on meeting you then.
Thank you,
Aaron Duch
To:
Duch, Aaron
Cc:
- ; -
Monday, October 22, 2012 9:37 AM
A follow up Aaron, - both Bob and Sue are back in the office and may be able to get t he fuel used along with the hours/miles for the street department vehicles from pickups to off road equipment in 2010 - to you this week.
To:
-
Monday, October 22, 2012 11:14 AM
24
Hi Bruce,
Thanks for the follow-up. It would be great if Bob and Sue could compile the data sometime this week. The sooner we get it, the better, so we can show our professor that we're making some progress.
Thank you,
Aaron
To:
Duch, Aaron
Thursday, October 25, 2012 11:01 AM
Would one of your group be able to come to the street department office today to pickup data? I can explain how it looks so it will be easier to load into a spreadsheet.
--
Bruce Heath
Street Supervisor
City of Menomonie
715-232-2302 ph
715-232-2303 fax
715-556-1770 cell
To:
-
Thursday, October 25, 2012 11:42 AM
Sure, I can do that. What time would work out for you?
Aaron
To:
Duch, Aaron
Cc:
-
Thursday, October 25, 2012 12:03 PM
Around 2 PM - if I'm not in the office you can ask for Sue. She should be able to give the carbon footprint paperwork when you tell her what you are looking for.
25
To: bheath@menomonie-wi.gov
Monday, October 29, 2012 10:30 AM
Going through the documents Sue supplied, we noticed we're missing the annual mileage for the following vehicles:
1 Ton Trucks: 11, 17, 19, 55, 64, 70, 121
Dump Trucks: 202, 216
Is this data available?
Thanks,
Aaron
To:
Duch, Aaron
Cc:
-
Monday, October 29, 2012 11:25 AM
Trucks 11, 17, 19, 55 and 64 were basically very limited use. 70 and 121 we should be able to get you the mileage on those.
Trucks 202(?) and 216 were very limited mileage also. Trucks in both those groups probably would not be worth calculating.
Bob will see if he can reply to you with the total mileages in 2010 for trucks 70 and 121.
To:
Duch, Aaron
Monday, October 29, 2012 1:42 PM
# 55 5,761 miles --- # 70 2,702 miles --- # 121 9,779 miles
To:
-
Wednesday, October 31, 2012 9:24 AM
Bruce,
We finished sorting through the data and found that we're still missing the following data:
26
Unit 55 : annual fuel consumption, annual fuel cost
Unit 171: annual mileage
Units 5, 20, 65: annual fuel consumption, annual fuel cost
Also, we're missing the annual hours of use for the following smaller vehicles. If this data isn't available, it isn't imperative, as these vehicles obviously aren't the priority.
-Units: 12, 42, 111, 153
Thanks again,
Aaron
To:
-
Cc:
; -
Wednesday, October 31, 2012 1:03 PM
Sue, I thought I had already given them the data for the sweepers explaining it was from a different account. Could you produce another set of fuel usage for 2010 for the sweepers? # 5, # 20, # 65 - If you scan it you could attach it to an email and send it to
Aaron. Thanks.
Bob, could you send the hours logged on all three sweepers for the year 2010
(individually) to Aaron. Thanks.
Aaron, the info on the other vehicles other than what Sue will send you are too small of fuel consumption to be worthwhile.
To:
Duch, Aaron
Wednesday, October 31, 2012 1:35 PM
Attached are the copies you requested. I know that I did run them, but however here they are again. I also included the mileage/hours sheet again with the sweepers highlighted. If you have any questions let me know.
Sue Hitz
To:
27
bheath@menomonie-wi.gov
Monday, November 05, 2012 10:18 AM
Hello Bruce,
We were wondering if you could supply us with the specifications needed for the new dump truck the street department is looking to purchase. For example, single or dual axle, carrying capacities, certain features that are desired, etc.
Also, can you tell us which company the street department purchases its supply of diesel from?
Thanks,
Aaron
To:
Duch, Aaron
Monday, November 05, 2012 10:24 AM
I do have a draft set of specs for the new truck however it hasn't been approved by the city council yet - just the street department's viewpoint of what we thing would work best for us. Did you want to look at those or wait until final approval?
We seek out current prices for diesel from about 5 local vendors each time we need a fill up. We buy by the semi tanker transport - 8,000 gallons of gas and 7,000 of diesel at a time.
To:
-
Monday, November 05, 2012 10:58 AM
Yes, if we could view the draft set of specs that would be great.
Can you send me the names of the diesel companies you buy from? We were thinking we'd like to contact them to find out if they sell any other types of fuel other than standard diesel.
Aaron
To:
Duch, Aaron
Monday, November 05, 2012 11:48 AM
28
Hartland - 800-283-14427
Direct Oil - 800-331-3222
Pittman Oil - 800-236-7488
Fuel Service - 800-472-0302
To:
-
Monday, November 05, 2012 12:05 PM
Thanks for the contact info.
Was there a specific make and model CNG truck you were considering for purchase?
Lastly, would it be possible to obtain any recent maintenance records for the 1989 Ford dump truck (unit
206)?
Aaron
To:
Duch, Aaron
Monday, November 05, 2012 12:13 PM
No, not any one specific make or model cab and chassis - but the engine make, model and size we were told would be best for us was the Cummins Westport ISX12G - available sometime next year.
I'll see if I can find some maintenance info hard copy and scan and send it to you today or tomorrow.
To:
Duch, Aaron
Monday, November 05, 2012 11:50 AM should be 7 pages total -- 3 for one portion and 4 for another - - attachment
To:
Duch, Aaron
Inbox
Monday, November 05, 2012 2:02 PM
A little trouble scanning the copy - 3 views of the same page - hope you can pick one out that works. Let me know either way.
29
To:
Duch, Aaron
Tuesday, November 06, 2012 11:25 AM
Do you have everything you need?
To:
-
Tuesday, November 06, 2012 2:08 PM
Yes, for now we're good. I'll be sharing the data you've sent me with my classmates tomorrow.
Thanks again,
Aaron
To:
Duch, Aaron
Cc:
- ; [re - ; -
Tuesday, November 06, 2012 2:53 PM
Good luck with your project. We'll be interested analyzing in your conclusion.
To:
-
Tuesday, November 06, 2012 3:35 PM
Thanks Bruce, we appreciate your assistance with this project.
To: bheath@menomonie-wi.gov
Wednesday, November 07, 2012 10:22
Bruce,
We've noticed that the dump truck unit 206 gets fairly low usage per year compared to the rest of the tandem axle dump trucks. Do you know which factors are influencing the
30
usage of this truck? For example, is the low mileage due to the age of the vehicle or reliability problems?
Aaron
To:
Duch, Aaron
Wednesday, November 07, 2012 12:12 PM
Both age & reliability, plus the fact the cab is rusted through in several places along the floor board.
To:
-
Wednesday, November 07, 2012 1:29 PM
That's pretty much what we had figured.
To: bheath@menomonie-wi.gov
Monday, November 12, 2012 7:43 PM
Hello Bruce,
John in my project group would like to stop by the street department to snap a few photos of the fleet vehicles. Would it be all right if he dropped by on either Wednesday afternoon or Thursday morning this week?
Thanks,
Aaron
To:
Duch, Aaron
Tuesday, November 13, 2012 5:55 AM
It should be alright - let me know about an hour in advance. We are having a departmental meeting starting at 1 PM on Wed and I am gone all day on Thursday.
31
To:
-
Tuesday, November 13, 2012 7:13 AM
Alright, will do.
To: reide@menomonie-wi.gov
Monday, November 19, 2012 11:46 AM
Hello Randy,
After researching the alternatives to a standard diesel dump truck, we've settled on
CNG as the most viable option. However, after speaking with dealers, we've determined that a CNG truck will cost approximately $60,000 more than a standard diesel truck.
We're assuming the additional cost of CNG will make it unjustifiable economically. But we wanted to get your opinion and see if you have any other ideas for us. For example, if there is a specific governmental grant you have in mind that could offset the purchase price...
Thank you,
Aaron Duch
To:
Duch, Aaron
Tuesday, November 20, 2012 8:30 AM
Aaron,
Your information is very helpful. I'm not aware of a grant at this time that will offset the additional $60,000 cost for a CNG truck but the grant program is very dynamic so we will keep an eye open. Thanks for your help. I look forward to seeing your report.
Randy
Randy D Eide, P.E.
Director of Public Works
32
800 Wilson Av
Menomonie WI 54751
To:
-
Cc:
Duch, Aaron
Tuesday, November 20, 2012 9:34 AM
Unfortunately all the OEM truck equipment folks I've contacted confirmed the incentives and grants from governmental agencies have gone. There are special cases where some business districts have kicked in money if they feel a new retailer will sprout and flourish as a result of CNG demand. (i.e. Kwik Trip setting up a new convenience store/retail fuel outlet.) There are also reportedly some special shop building requirements for housing a pressurized gas vehicle and even more for actually working on them - (spark and fire hazards due to very high pressure flammable gas storage vessels on board the vehicle.)
Given all the above drawbacks - some fleets are still saving substantial money on fuel
(Kwik Trip, Menards) IF they put on enough miles per year. 100,000 + miles per year seems to be a break point.
To:
Duch, Aaron
Tuesday, November 20, 2012 10:35 PM
Hi Aaron. Here is the WI State Energy Office funding page, which lists all types of state and federal incentives (you'll have to hunt for those related to transportation, vehicles, and alternative fuels. I don't believe there are any available right now): http://www.stateenergyoffice.wi.gov/section.asp?linkid=1536&locid=160
I recommend the City contact Maria Redmond (her info is under the Contact Us section) and ask to get on any distribution list she has so they are notified when opportunities become available. I'd offer to have them sign up on my distribution list too, but as I explained, I only deal with EPA grants for diesel replacements and they are only eligible if applying to replace 3+ years ahead of schedule.
As I mentioned, there is a new tool out to help fleet determine what is the best fuel for their specific situation. I don't have access to my work email folders from home, but can send that to you on Monday. Typically municipal dump trucks are low milage vehicles and it would take many years to recoup that upfront cost of a CNG or hybrid when they put on few miles. So it is important to evaluate everything when trying to determine what alternative fuel is appropriate for a fleet, if at all (annual mileage or usage rate
33
hours, typical service life/retirement schedule, location and proximity to refueling sites, etc.). While greenhouse gas emissions are generally much lower on many alternative fuels, the other emissions (nitrogen oxides, particulate matter, hydrocarbons, and carbon monoxide) are near zero on 2010 and newer medium and heavy-duty diesels.
The fuel economy is also much better on new diesels compared to ones prior to 1998.
So a diesel replacement should still be considered when trying to determine how to replace a unit.
I will email you that other link on Monday. You can contact me with any questions. My work email is jessica.lawent@wisconsin.gov
.
Jessica Lawent
Air Management Transportation Specialist
Wisconsin Department of Natural Resources
E-mail:
Phone:
Jessica.Lawent@wisconsin.gov
(414) 263-8653
Fax: (414) 263-8550
To:
Monday, November 26, 2012 10:10 AM
Jessica,
Thank you for providing me this information. I'll check out the links you've sent me and supply Maria Redmond's contact info to the city of Menomonie for future assistance.
I appreciate your help,
Aaron
To:
; ;
; ; Carlson ; ;
; ;
; ; ; ;
; - ; ;
; ; ; bheath@menomoniewi.gov
Thursday, November 29, 2012 5:17 PM
Hello All,
34
Just a reminder that our project group will be presenting our Menomonie Street
Department vehicle audit findings on Thursday, December 6th at 4:30 pm in Jarvis
Science Wing room 113 on campus.
There is free parking on the back (east) side of the building.
We look forward to seeing you there!
-Aaron Duch
To:
Duch, Aaron
Friday, November 30, 2012 9:49 AM
I was hoping I would get a hard copy of your report, I don't think I can make the Jarvis
Hall event.
Bruce
To:
Duch, Aaron
Friday, November 30, 2012 10:16 AM
Thanks Aaron... I'll be there. I also forwarded your invite to Bruce Heath and passed it on to the Mayor and City Administrator.
Thanks for all of your help... look forward to the presentation.
Randy
Randy D Eide, P.E.
Director of Public Works
800 Wilson Av
Menomonie WI 54751
715-232-2207
To:
-
Friday, November 30, 2012 2:22 PM
No problem Bruce, we'll get you a hard copy.
35
To:
Duch, Aaron
Monday, December 03, 2012 11:46 A
You could attach it to an e-mail reply too - that would be fine. Thanks.
Bruce
To:
Duch, Aaron
Monday, December 10, 2012 7:33 AM
Did you have something to send to me?
To:
-
Monday, December 10, 2012 7:46 AM
Yes, however we're still tweaking it based on the discussions we had with the attendees of our presentation. We'll have everything complete and sent to you this week.
Aaron
To:
Duch, Aaron
Monday, December 10, 2012 7:51 AM
OK - did you get some questions you need help with from me? Or were the questions about interpreting the data?
To:
-
Monday, December 10, 2012 7:58 AM
I think we should be good - most of the content we're adding is to assist future student groups who will work on other projects for the city. But if we need anything, I'll let you know.
Thanks,
Aaron
36
3. Maria Redmond’s Contact information
Maria Redmond , Grants Administrator/Fuels & Vehicles Sector Specialist
Wisconsin State Energy office
101 East Wilson Street, 6 th Floor
Madison, WI 53703
Main Line: 608-261-6609
Fax: 608-261-8427 seo@wisconsin.gov
Appendix C: Data & Reports
** All of Appendix C is located in the .pdf file attached to this document**
Vehicle Excel Spreadsheet
Vehicle Description Report
Vehicle Hours/Mileage Log
City Monthly Gas Report
Dump Truck Vehicle Specifications
Standard Dump Truck Quotation/Bids
Vehicle Calculation Information
Emissions Calculator Document
37
Appendix C: Data and Reports
Vehicle Excel Spreadsheet
Vehicles
Ton Trucks
Ford F ‐ 150
GMC Truck/Boom
Chevy Ton Truck
Chevy 1500
GMC Oil Distributor
Ford F250
Chevy Ton Truck
Ford F350 Ton Truck
GMC Ton Truck
Chevy 3/4 Ton Crew
Ford 3/4 Ton
Dodge Sign Truck
Dodge Ton Truck
Chevy Ton Truck
Chevy Ton Truck
Ford F250
Ford F150 1/2 Ton Water Truck
Total
Front End Loaders
Cat 950 End Loader
Volvo Wheel Loader
Cat Wheel Loader
Total
Graders
Cat 140 G Grader
Cat 12 G Grader
Total
Sweepers
Tymco Sweeper
Elgin Sweeper
Elgin Sweeper
Total
Skid Steers
Cat Skidsteer
Bob Cat Skidsteer
Total
Dump Trucks
Ford Water Truck
GMC Brigadier Truck
Sterling Single Axel
Ford Tandem Axel
Ford Tandem Axel
Ford Tandem Axel
Sterling L8500
Sterling Single Axel
Ford Tandem Axel
Ford Tandem Axel
Ford Tandem Axel
Ford Tandem Axel
Ford Tandem Axel
Freightliner
Total
Misc.
Paint Striper
Street ‐ Snow Go Snow Blower
Asphalt Patching Machine
Sidewalk Maintenance Tractor
Cimline Magma Melter
Total
Based on 2010 Data Provided by City of Menomonie
Limited* = Vehicle has very limited use according to Bruce, not worth calculating mileage/efficiency.
= Average
2009
2009
1998
1998
2000
2000
2000
1993
1991
1984
2009
1990
1990
1989
Vehicle Year
Unit
Number
Annual
Mileage (Miles)
Annual Hours of Use
Annual Fuel
Consumption
(Gallons Unleaded)
1998
1987
1984
1994
1979
1999
2006
2011
1997
1997
1993
1987
1977
1997
1998
2009
2007
1998
21
25
47
49
55
64
70
106
121
154
217
171
1
7
11
17
19
8
48
45 n/a
784
Limited*
Limited*
Limited*
5257
4804
1500
2300
5961
Limited*
2702
829
9779
4028
4952 n/a
42896
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
547
534
500
1581
427.5
443.9
19.6
256.7
n/a
669.5
838.2
309.5
363.7
n/a
100
216.4
191.7
1451.8
557.8
480.2
14.9
6341.4
‐
‐
‐
2007
1989
1984
9
10
65
5
20
‐
‐
‐
‐
‐
198
273
471
‐
‐
‐
‐
‐
Annual Fuel
Consumption
(Gallons Diesel)
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
2231.7
1431.7
1932.5
5595.9
2004
2012
2009
6
116
201
202
203
204
205
206
207
209
211
212
213
214
215
216
44
111
12
153
42
27344
3008
1143
31495
‐
‐
‐
1153
Limited*
3090
2522
2119
1189
3389
594
3232
4140
6171
5944
5798
Limited*
39341
‐
‐
‐
‐
‐
196
303
499
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
126 n/a n/a n/a n/a
126
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
218.6
‐
‐
‐
‐
292.8
435.7
728.5
414.1
n/a
1184.7
527.6
461.9
363.1
1154.7
176.8
793.3
1054.9
1517.2
1530.5
986.1
143.5
649.4
984.8
1634.2
1608.2
329.5
422.1
2359.8
‐
647.9
78.4
73
430.8
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
Annual Fuel
Cost
(Unleaded)
Annual Fuel
Cost (Diesel)
Fuel Efficiency
(Miles/Gallon)
Fuel Efficiency
(Gallons/Hour)
Annual CO2
Emissions (Kg/Metric
Ton)
% Use (Mileage or hours)
1055.6394
1060.179
47.2262
624.0745
n/a
1633.2962
2058.8698
761.0062
894.8369
n/a
253.7106
530.5263
484.827
3540.35
1374.6447
1171.1338
34.7438
15525.0644
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
5596.7889
3562.8126
4869.1961
14028.7976
n/a
1.76616355
n/a n/a n/a
7.852128454
5.731329038
4.846526656
6.323893319
n/a n/a
12.48613678
4.324
6.735776278
7.221
10.31236985
n/a
6.760
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐ n/a
‐
‐
‐
‐
‐
4.079890311
2.681086142
3.865
3.541992151
3.75
3.90
0.17
2.25
‐
5.88
7.36
2.72
3.19
‐
0.88
1.90
1.68
12.75
4.90
4.22
0.13
51.79
22.785657
14.617657
19.730825
57.134139
12%
11%
3%
5%
14%
‐
6%
2%
23%
9%
12%
‐
‐
‐
2%
‐
‐
‐
35%
34%
32%
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
17.00286034
9.128983308
2.707889126
9.613244258
‐
‐
3.27979798
3.607326007
3.443561994
‐
‐
‐
42%
58%
‐
87%
10%
4%
39%
61%
562.204
‐
‐
‐
‐
1642.1027
2462.1026
4104.2053
4042.7101
816.007
1056.0782
5914.7953
740.5242
1098.6562
1839.1804
1030.6182
n/a
2971.1096
1299.5507
1176.3653
905.244
2886.6604
438.4146
1979.2355
2643.4195
3814.6407
3808.0925
2436.9608
348.335
25738.6468
‐
1657.1935
194.1075
183.1991
1066.8517
3101.3518
2.784351606
n/a
2.608255254
4.780136467
4.587573068
3.274580006
2.934961462
3.359728507
4.074120761
3.924542611
4.067360928
3.883698138
5.879728222
n/a
3.846586419
‐
‐
‐
‐
‐
1.493877551
1.437953795
1.465915673
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
1.734920635
‐
‐
‐
‐
1.734920635
6.630374
10.054808
16.685182
16.419722
3.364195
4.309641
24.093558
2.989488
4.448497
7.437985
4.227961
n/a
12.095787
5.386796
4.715999
3.707251
11.789487
1.805128
8.099593
10.770529
15.490612
15.626405
10.068081
1.465135
105.248764
1.919308
6.615059
0.800464
0.74533
4.398468
3% n/a
8%
6%
5%
3%
9%
2%
8%
11%
16%
15%
15% n/a
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
3.666921943
‐
3.914494175
2.135922284
2.225577631
3.117957107
3.478750959
3.038936027
2.506062191
2.601577053
2.510227192
2.628937584
1.736474819
‐
2.796819914
‐
‐
‐
‐
‐
‐
0.60
1.12
3.77
1.83
‐
‐
‐
CO2 Emissions/1000 miles
(kg/metric ton)/1000 miles
‐
4.97123
‐
‐
‐
1.11817
1.53193
1.81161
1.38839
‐
‐
0.70318
2.03031
1.30349
1.21586
0.85140
‐
1.69256
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
15.3
14.7
15.0
‐
‐
‐
‐
33.5
36.8
35.2
15.23260317
‐
‐
‐
‐
‐
CO2 Emissions/1000 Hours
(kg/metric ton)/1000 hours
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
41.7
27.4
39.5
36.2
Vehicle Description Report
Vehicle Hours/Mileage Log
City Monthly Gas Report
Street Department Dump Truck Specifications
Standard Diesel Dump Truck Quote
7600 SBA 6x4 2010
Sales Proposal For:
City of Menomonie
Presented By:
MID-STATE INTERNATIONAL TRUCKS OF
WISCONSIN
November 27, 2012
Prepared For:
City of Menomonie
Bruce Heath
800 Wilson Ave.
Menomonie, WI 54751-2795
(715)232 - 2302
Reference ID: N/A
Presented By:
MID-STATE INTERNATIONAL TRUCKS OF WISCONSIN
Kevin Koehler
1107 W CLAIREMONT AVENUE
EAU CLAIRE WI 54702 -
(715)835-6138
Thank you for the opportunity to provide you with the following quotation on a new International truck. I am sure the following detailed specification will meet your operational requirements, and I look forward to serving your business needs.
APPLICATION:
MISSION:
FUEL ECONOMY:
DIMENSION:
ENGINE, DIESEL:
TRANSMISSION, AUTOMATIC:
CLUTCH:
AXLE, FRONT NON-DRIVING:
AXLE, REAR, TANDEM:
CAB:
TIRE, FRONT:
TIRE, REAR:
SUSPENSION, REAR, TANDEM:
PAINT:
Model Profile
2014 7600 SBA 6X4 2010 (SF667)
Front Plow and Wing with Spreader
Requested GVWR: 66000. Calc. GVWR: 66000
Calc. Start / Grade Ability: 23.80% / 2.66% @ 55 MPH
Calc. Geared Speed: 71.2 MPH
6.24 MPG @ 55 MPH
Wheelbase: 217.00, CA: 149.90, Axle to Frame: 96.00
{MaxxForce 13} EPA 10, 430 HP @ 1700 RPM, 1550 lb-ft Torque @ 1000 RPM, 2100 RPM
Governed Speed, 430 Peak HP (Max)
{Allison 4000_RDS_P} 4th Generation Controls; Close Ratio, 6-Speed, With Double Overdrive;
On/Off Hwy; Includes Oil Level Sensor, With PTO Provision, Less Retarder
Omit Item (Clutch & Control)
{Meritor MFS-20-133A} Wide Track, I-Beam Type, 20,000-lb Capacity
{Meritor RT-46-164EH} Single Reduction, Standard Width, 46,000-lb Capacity, With Driver
Controlled Locking Differential in Forward Rear and Rear-Rear Axle and 200 Wheel Ends Gear
Ratio: 5.63
Conventional
(2) 425/65R22.5 HTC1 (CONTINENTAL) 465 rev/mile, load range L, 20 ply
(8) 11R22.5 HDL2 DL (CONTINENTAL) 491 rev/mile, load range H, 16 ply
{Hendrickson HMX-460-54} Walking Beam Type 54" Axle Spacing; 46,000-lb Capacity, With
Rubber End Bushings, Transverse Torque Rods, Less Shock Absorbers
Cab schematic 100GS
Location 1: 6E12, Blue Metallic (Std)
Chassis schematic N/A
2 Proposal: 2595-01
4193
4619
4732
4AZA
4EBS
Code
SF66700
1CAW
1LLK
1WDS
1WHP
1WMA
1WPZ
2ARY
3AGA
4091
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
Base Chassis, Model 7600 SBA 6X4 2010 with 217.00 Wheelbase, 149.90 CA, and 96.00 Axle to Frame.
FRAME RAILS Heat Treated Alloy Steel (120,000 PSI Yield); 12.250" x 3.380" x 0.375" (304.8mm x 85.6mm
x 9.5mm); 480.0" (12192mm) Maximum OAL
BUMPER, FRONT Omit Item
FRAME EXTENSION, FRONT Integral; 20" In Front of Grille
WHEELBASE RANGE 183" (465cm) Through and Including 248" (630cm)
CROSSMEMBER, INTERMEDIATE (1) 5-Piece ilo Each Single Dogbone With 4X2, 4X4 Chassis and Each
Double Dogbone With 6X4, and 6X6 Chassis
CROSSMEMBER, SUSPENSION (2) 5-Piece Steel Replacing (2) Double Dogbone, Forward and Rear
AXLE, FRONT NON-DRIVING {Meritor MFS-20-133A} Wide Track, I-Beam Type, 20,000-lb Capacity
Notes
: The following features should be considered when calculating Front GAWR: Front Axles; Front Suspension;
Brake System; Brakes, Front Air Cam; Wheels; Tires.
SUSPENSION, FRONT, SPRING Parabolic, Taper Leaf; 20,000-lb Capacity; With Shock Absorbers
Includes
: SPRING PINS Rubber Bushings, Maintenance-Free
Notes
: The following features should be considered when calculating Front GAWR: Front Axles; Front Suspension;
Brake System; Brakes, Front Air Cam; Wheels; Tires.
BRAKE SYSTEM, AIR Dual System for Straight Truck Applications
Includes
: BRAKE LINES Color and Size Coded Nylon
: DRAIN VALVE Twist-Type
: DUST SHIELDS, FRONT BRAKE
: DUST SHIELDS, REAR BRAKE
: GAUGE, AIR PRESSURE (2) Air 1 and Air 2 Gauges; Located in Instrument Cluster
: PARKING BRAKE CONTROL Yellow Knob, Located on Instrument Panel
: PARKING BRAKE VALVE For Truck
: QUICK RELEASE VALVE Bendix On Rear Axle for Spring Brake Release: 1 for 4x2, 2 for 6x4
: SLACK ADJUSTERS, FRONT Automatic
: SLACK ADJUSTERS, REAR Automatic
: SPRING BRAKE MODULATOR VALVE R-7 for 4x2, SR-7 with relay valve for 6x4
Notes
: Rear Axle is Limited to 46,000-lb GAWR with Code 04091 BRAKE SYSTEM, AIR and Standard Rear Air Cam
Brakes Regardless of Axle /Suspension Ordered.
BRAKES, FRONT, AIR CAM 16.5" x 6", Includes 24 SqIn Long Stroke Brake Chambers
Notes
: The following features should be considered when calculating Front GAWR: Front Axles; Front Suspension;
Brake System; Brakes, Front Air Cam; Wheels; Tires.
TRAILER CONNECTIONS Four-Wheel, With Hand Control Valve and Tractor Protection Valve, for Straight
Truck
DRAIN VALVE {Berg} Manual; With Pull Chain, for Air Tank
AIR BRAKE ABS {Bendix AntiLock Brake System} Full Vehicle Wheel Control System (4-Channel)
AIR DRYER {Bendix AD-9} With Heater
3 Proposal: 2595-01
Code
4ETE
4EVL
7SDA
7WAZ
7WZX
8000
4LAA
4LGA
4NDB
4SPL
4WDW
5710
5CAL
5PTB
7BEJ
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
Includes
: AIR DRYER LOCATION Inside Left Rail, Back of Cab
BRAKE CHAMBERS, FRONT AXLE {Haldex} 24 SqIn
BRAKE CHAMBERS, REAR AXLE {Haldex GC3030LHDHO} 30/30 Spring Brake
Includes
: BRAKE CHAMBERS, SPRING (2) Rear Parking; WITH TRUCK BRAKES: All 4x2, 4x4; WITH TRACTOR
BRAKES: All 4x2, 4x4; 6x4 & 6x6 with Rear Tandem Axles Less Than 46,000-lb. or GVWR Less Than 54,000lb.
: BRAKE CHAMBERS, SPRING (4) Rear Parking; WITH TRUCK BRAKES: All 6x4, 6x6; WITH TRACTOR
BRAKES: 6x4 & 6x6 with Rear Tandem Axles 46,000-lb. or Greater or GVWR of 54,000-lb. or Greater
SLACK ADJUSTERS, FRONT {Haldex} Automatic
SLACK ADJUSTERS, REAR {Haldex} Automatic
BRAKES, REAR, AIR CAM S-Cam; 16.5" x 7.0"; Includes 30/30 Sq.In. Long Stroke Brake Chamber and Spring
Actuated Parking Brake
Notes
: The following features should be considered when calculating Rear GAWR: Rear Axles; Rear Suspension;
Brake System; Brakes, Rear Air Cam; Brake Shoes, Rear; Special Rating, GAWR; Wheels; Tires.
AIR COMPRESSOR 21.0 CFM Capacity
BRAKE CHAMBERS, SPRING on Rear/Rear Axle Located Inside Rear Tire Envelope (Meets Asphalt
Spreader/Paver Clearance Requirements)
STEERING COLUMN Tilting and Telescoping
STEERING WHEEL 2-Spoke, 18" Diam., Black
STEERING GEAR (2) {Sheppard M-100/M-80} Dual Power
EXHAUST SYSTEM Single, Horizontal, Aftertreatment Device Frame Mounted Outside Right Rail Under Cab;
Includes Vertical Tail Pipe and Guard
Includes
: EXHAUST HEIGHT 10' Exhaust Height - Based on Empty Chassis with Standard Components (+ or - 1"
Height)
: MUFFLER/TAIL PIPE GUARD Non-Bright Finish
ENGINE COMPRESSION BRAKE {MaxxForce} by Jacobs; for MaxxForce 11 & 13 Engines, With Selector
Switch and On/Off Switch
TAIL PIPE (1) Turnback Type, Non-Bright, for Single Exhaust
SWITCH, FOR EXHAUST 3 Position, Momentary, Lighted Momentary, ON/CANCEL, Center Stable, INHIBIT
REGEN, Mounted in IP Inhibits Diesel Particulate Filter Regeneration When Switch is Moved to ON While
Engine is Running, Resets When Ignition is Turned OFF
ELECTRICAL SYSTEM 12-Volt, Standard Equipment
Includes
: BATTERY BOX Steel with Plastic Lid
: DATA LINK CONNECTOR For Vehicle Programming and Diagnostics In Cab
: FUSES, ELECTRICAL SAE Blade-Type
: HAZARD SWITCH Push On/Push Off, Located on Top of Steering Column Cover
: HEADLIGHT DIMMER SWITCH Integral with Turn Signal Lever
: HEADLIGHTS (2) Sealed Beam, Round, with Chrome Plated Bezels
: HORN, ELECTRIC Single
: JUMP START STUD Located on Positive Terminal of Outermost Battery
: PARKING LIGHT Integral with Front Turn Signal and Rear Tail Light
4 Proposal: 2595-01
Code
8THJ
8TKK
8VZR
8WBW
8WCK
8WML
8WVP
8WXG
8518
8695
8GGN
8HAB
8HAH
8MKL
8RGA
8RJV
8XAH
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
: RUNNING LIGHT (2) Daytime, Included With Headlights
: STARTER SWITCH Electric, Key Operated
: STOP, TURN, TAIL & B/U LIGHTS Dual, Rear, Combination with Reflector
: TURN SIGNAL SWITCH Self-Cancelling for Trucks, Manual Cancelling for Tractors, with Lane Change
Feature
: TURN SIGNALS, FRONT Includes Reflectors and Auxiliary Side Turn Signals, Solid State Flashers; Flush
Mounted
: WINDSHIELD WIPER SWITCH 2-Speed with Wash and Intermittent Feature (5 Pre-Set Delays), Integral with
Turn Signal Lever
: WINDSHIELD WIPERS Single Motor, Electric, Cowl Mounted
: WIRING, CHASSIS Color Coded and Continuously Numbered
CIGAR LIGHTER Includes Ash Cup
SNOW SHIELD (2) Chrome; for Dual Air Horns
ALTERNATOR {Bosch LH160} Brush Type, 12 Volt 160 Amp. Capacity, Pad Mount
BODY BUILDER WIRING Back of Standard Cab at Left Frame or Under Extended or Crew Cab at Left Frame;
Includes Sealed Connectors for Tail/Amber Turn/Marker/ Backup/Accessory Power/Ground and Sealed
Connector for Stop/Turn
ELECTRIC TRAILER BRAKE/LIGHTS Accommodation Package to Rear of Frame; for Combined Trailer Stop,
Tail, Turn, Marker Light Circuits; Includes Electric Trailer Brake Accommodation Package With Cab
Connections for Mounting Customer Installed Electric Brake Unit, Less Trailer Socket
BATTERY SYSTEM {International} Maintenance-Free, (3) 12-Volt 1950CCA Total
2-WAY RADIO Wiring Effects; Wiring With 20 Amp Fuse Protection, Includes Ignition Wire With 5 Amp Fuse,
Wire Ends Heat Shrink and Routed to Center of Header Console in Cab
RADIO {International} AM/FM Stereo With Weatherband, Clock, Auxiliary Input, Includes Multiple Speakers
Includes
: SPEAKERS IN CAB (2) Dual-Cone with Deluxe Interior
: SPEAKERS IN CAB (4) Coaxial with Premium Interior
AUXILIARY HARNESS 3.0' for Auxiliary Front Head Lights and Turn Signals for Front Plow Applications
TRAILER AUXILIARY FEED CIRCUIT for Electric Trailer Brake Accommodation/Air Trailer ABS; With 30 Amp
Fuse and Relay, Controlled by Ignition Switch
SWITCH, BODY CIRCUITS, MID for Bodybuilder, 6 Momentary Switches in Instrument Panel; One Power
Module with 6 Channels, 20 Amp Max. Per Channel, 80 Amp Max Output, Switches Control Power Module
Through Multiplex Wiring, Mounted in Cab Behind Driver Seat
JUMP START STUD Remote Mounted
Includes
: JUMP START STUD Mounted to Battery Box
POWER SOURCE, TERMINAL TYPE 2-Post
HEADLIGHTS Long Life Halogen; for Two Light System
HORN, AIR (2) Single Tone, Rectangular; Chrome
STARTING MOTOR {Mitsubishi Electric Automotive America 105P} 12-Volt, with Soft-Start
Notes
: This starter is designed to work reliably without the need for thermal overcrank protection and provides the same warranty coverage as starters with thermal overcrank protection.
CIRCUIT BREAKERS Manual-Reset (Main Panel) SAE Type III With Trip Indicators, Replaces All Fuses
Except For 5-Amp Fuses
5 Proposal: 2595-01
10761
10UAB
11001
12854
12BAV
Code
9585
9HAN
9HBM
9HBN
9WAC
9WBK
10060
12THT
12UBL
12UXH
12VAG
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
FENDER EXTENSIONS Rubber
INSULATION, UNDER HOOD for Sound Abatement
GRILLE Stationary, Chrome
INSULATION, SPLASH PANELS for Sound Abatement
BUG SCREEN Front End; Mounted Behind Grille
FRONT END Tilting, Fiberglass, With Three Piece Construction Includes Long Hood
PAINT SCHEMATIC, PT-1 Single Color, Design 100
Includes
: PAINT SCHEMATIC ID LETTERS "GS"
PAINT TYPE Base Coat/Clear Coat, 1-2 Tone
VEHICLE REGISTRATION IDENTITY ID for US States EXCLUDING: California, Connecticut, Delaware,
Georgia, Maine, Massachusetts, New Jersey, New York, North Carolina, Pennsylvania
CLUTCH Omit Item (Clutch & Control)
PTO EFFECTS, ENGINE FRONT for MaxxForce 11 and 13 Engines, Less PTO Unit, Includes Adapter Plate on Engine Front Mounted
ENGINE, DIESEL {MaxxForce 13} EPA 10, 430 HP @ 1700 RPM, 1550 lb-ft Torque @ 1000 RPM, 2100 RPM
Governed Speed, 430 Peak HP (Max)
Includes
: AIR COMPRESSOR AIR SUPPLY LINE Naturally-Aspirated (Air Brake Chassis Only)
: ANTI-FREEZE Yellow Shell Rotella Extended Life Coolant; -40 Degrees F/ -40 Degrees C; for MaxxForce
2010 Engines
: COLD STARTING EQUIPMENT Automatic; With Engine ECM Control
: CRUISE CONTROL Electronic; Controls Integral to Steering Wheel
: ENGINE BLOCK Compacted Graphite Iron
: ENGINE SHUTDOWN Electric, Key Operated
: FUEL FILTER Top Access, Cartridge Type Filter Element; Engine Mounted
: FUEL SYSTEM High Pressure Common Rail
: GOVERNOR Electronic
: HEAT MANAGEMENT SYSTEM Eco-Therm
: OIL FILTER, ENGINE Drop-In Cartridge Type
: OIL PAN Laminate Steel Composite
: TURBO Twin Series
: WET TYPE CYLINDER SLEEVES
FAN DRIVE {Horton Drivemaster} Direct Drive Type, Two Speed With Residual Torque Device for Disengaged
Fan Speed
Includes
: FAN Nylon
RADIATOR Aluminum; Welded, Front to Back CrossFlow System, 1593 SqIn, 1929 SqIn Dual CAC, 1548 SqIn
3 Core LTR
Includes
: DEAERATION SYSTEM with Clear Fill/Surge Tank
: HOSE CLAMPS, RADIATOR HOSES Gates Shrink Band Type; Thermoplastic Coolant Hose Clamps
: RADIATOR HOSES Premium, Rubber
FEDERAL EMISSIONS for 2010; MaxxForce 13 Engines
AIR CLEANER Single Element, with Integral Snow Valve and In-Cab Control
6 Proposal: 2595-01
Code
12VZB
12WCT
12WEG
12WTA
12WZE
13AMT
13WAW
13WBL
13WLM
13WUC
13WYH
13WYL
14HRC
14ULY
14WAL
15LKY
15SEU
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
Includes
: GAUGE, AIR CLEANER RESTRICTION Air Cleaner Mounted
ENGINE CONTROL, REMOTE MOUNTED for PTO with MaxxForce 11,13 & 15 Engines
BLOCK HEATER, ENGINE {Phillips} 120 Volt/1500 Watt With "Y" Cord for Fuel Heater; Cord to Operate Both
Heaters
Includes
: BLOCK HEATER SOCKET Receptacle Type; Mounted below Drivers Door
COLD STARTING EQUIPMENT Automatic; With Engine ECM Control
FAN DRIVE SPECIAL EFFECTS Fan Cooling Ring with Fan Shroud Effects, Engine Mounted
EMISSION COMPLIANCE Federal, Does Not Comply With California Clean Air Idle Regulations
TRANSMISSION, AUTOMATIC {Allison 4000_RDS_P} 4th Generation Controls; Close Ratio, 6-Speed, With
Double Overdrive; On/Off Hwy; Includes Oil Level Sensor, With PTO Provision, Less Retarder
Includes
: OIL FILTER, TRANSMISSION Mounted on Transmission
: TRANSMISSION OIL PAN Magnet in Oil Pan
OIL COOLER, AUTO TRANSMISSION {Modine} Water to Oil, for Allison or CEEMAT Transmission
TRANSMISSION SHIFT CONTROL {Allison} Push-Button Type; for Allison 3000 & 4000 Series Transmission
TRANSMISSION OIL Synthetic; 63 thru 76 Pints
ALLISON SPARE INPUT/OUTPUT for Rugged Duty Series (RDS); General Purpose Trucks, Construction
TRANSMISSION TCM LOCATION Located Inside Cab
SHIFT CONTROL PARAMETERS Allison Performance Programming in Primary and Allison Economy
Programming in Secondary
AXLE, REAR, TANDEM {Meritor RT-46-164EH} Single Reduction, Standard Width, 46,000-lb Capacity, With
Driver Controlled Locking Differential in Forward Rear and Rear-Rear Axle and 200 Wheel Ends . Gear Ratio:
5.63
Includes
: POWER DIVIDER LOCK Electric over Air Operated, Cab Control with Indicator Light
: REAR AXLE DRAIN PLUG (2) Magnetic, For Tandem Rear Axle
Notes
: When Specifying Axle Ratio, Check Performance Guidelines and TCAPE for Startability and Performance
SUSPENSION, REAR, TANDEM {Hendrickson HMX-460-54} Walking Beam Type 54" Axle Spacing; 46,000lb Capacity, With Rubber End Bushings, Transverse Torque Rods, Less Shock Absorbers
Includes
: CROSSMEMBER, SUSPENSION Stamped Steel Double Dogbone
Notes
: The following features should be considered when calculating Rear GAWR: Rear Axles; Rear Suspension;
Brake System; Brakes, Rear Air Cam; Brake Shoes, Rear; Special Rating, GAWR; Wheels; Tires.
SUSPENSION/REAR-AXLE IDENTITY for Meritor Tandem Rear Axles With Bar-Pin Beam Attachment Type
Suspensions
FUEL/WATER SEPARATOR {Davco Fuel Pro 382} 120 Volt Pre Heater and Fuel Heated, Thermostatic Fuel
Temperature Control, Includes Water-In-Fuel Light, Mounted In Standard Position
FUEL TANK Top Draw; D Style, Non Polished Aluminum, 80 U.S. Gal., 303 L Capacity, 23.0" Tank Depth,
Mounted Left Side Under Cab
7 Proposal: 2595-01
16HGH
16HHE
16HKT
16JNV
16PJU
16SDS
16SEE
16WBY
16WCT
16WJT
16WJU
Code
15WCS
16030
16GHU
16HBA
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
FUEL COOLER Less Thermostat; Mounted in Front of Cooling Module
CAB Conventional
Includes
: ARM REST (2) Molded Plastic; One Each Door
: CLEARANCE/MARKER LIGHTS (5) Flush Mounted
: COAT HOOK, CAB Located on Rear Wall, Centered Above Rear Window
: CUP HOLDERS Two Cup Holders, Located in Lower Center of Instrument Panel
: DOME LIGHT, CAB Rectangular, Door Activated and Push On-Off at Light Lens, Timed Theater Dimming,
Integral to Console, Center Mounted
: GLASS, ALL WINDOWS Tinted
: GRAB HANDLE, CAB INTERIOR (1) "A" Pillar Mounted, Passenger Side
: GRAB HANDLE, CAB INTERIOR (2) Front of "B" Pillar Mounted, One Each Side
: INTERIOR SHEET METAL Upper Door (Above Window Ledge) Painted Exterior Color
: STEP (4) Two Steps Per Door
GRAB HANDLE, CAB INTERIOR (2) Safety Yellow
GAUGE CLUSTER English With English Electronic Speedometer
Includes
: GAUGE CLUSTER (6) Engine Oil Pressure (Electronic), Water Temperature (Electronic), Fuel (Electronic),
Tachometer (Electronic), Voltmeter, Washer Fluid Level
: ODOMETER DISPLAY, Miles, Trip Miles, Engine Hours, Trip Hours, Fault Code Readout
: WARNING SYSTEM Low Fuel, Low Oil Pressure, High Engine Coolant Temp, and Low Battery Voltage
(Visual and Audible)
GAUGE, OIL TEMP, ALLISON TRAN
GAUGE, AIR CLEANER RESTRICTION {Filter-Minder} With Black Bezel Mounted in Instrument Panel
IP CLUSTER DISPLAY On Board Diagnostics Display of Fault Codes in Gauge Cluster
SEAT, DRIVER {National 2000} Air Suspension, High Back With Integral Headrest, Cloth, Isolator, 1 Chamber
Lumbar, 2 Position Front Cushion Adjust, -3 to +14 Degree Back Angle Adjust
Includes
: SEAT BELT 3-Point, Lap and Shoulder Belt Type
SEAT, PASSENGER {Gra-Mag} Non Suspension, High Back With Integral Headrest, Cloth, With Fixed Back,
With Under Seat Storage
Includes
: SEAT BELT 3-Point, Lap and Shoulder Belt Type
MIRRORS (2) {Lang Mekra} Styled; Rectangular, 7.09" x 15.75" & Integral Convex Both Sides, 102" Inside
Spacing, Breakaway Type, Heated Heads Thermostatic Controlled, Clearance Lights LED, Bright Heads and
Brackets
GRAB HANDLE Chrome; Towel Bar Type With Anti-Slip Rubber Inserts; for Cab Entry Mounted Left Side Only at "B" Pillar
ARM REST, RIGHT, DRIVER SEAT
AIR CONDITIONER {Blend-Air} With Integral Heater & Defroster
Includes
: HEATER HOSES Premium
: HOSE CLAMPS, HEATER HOSE Mubea Constant Tension Clamps
: REFRIGERANT Hydrofluorocarbon HFC-134A
INSTRUMENT PANEL Center Section, Ergonomic Panel
WINDOW, POWER (2) And Power Door Locks, Left and Right Doors, Includes Express Down Feature
8 Proposal: 2595-01
Code
16WKY
16WLE
16WRX
16WSK
16XWD
27DNP
28DRN
7382135417
7752665412
40CJM
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Description
HVAC FRESH AIR FILTER
STORAGE POCKET, DOOR Molded Plastic, Full Width; Mounted on Passenger Door
CAB INTERIOR TRIM Deluxe
Includes
: "A" PILLAR COVER Molded Plastic
: CAB INTERIOR TRIM PANELS Cloth Covered Molded Plastic, Full Height; All Exposed Interior Sheet Metal is Covered Except for the Following: with a Two-Man Passenger Seat or with a Full Bench Seat the Back Panel is Completely Void of Covering
: CAB, INTERIOR TRIM, CLOSEOUT Lower Dash Closeout Panel; Molded Plastic; Under Instrument Panel
Driver Side
: CONSOLE, OVERHEAD Molded Plastic; With Dual Storage Pockets with Retainer Nets and CB Radio Pocket
: DOOR TRIM PANELS Molded Plastic; Driver and Passenger Doors
: FLOOR COVERING Rubber, Black
: HEADLINER Soft Padded Cloth
: INSTRUMENT PANEL TRIM Molded Plastic with Black Center Section
: STORAGE POCKET, DOOR (1) Molded Plastic, Full-Length; Driver Door
: SUN VISOR (2) Padded Vinyl with Driver Side Toll Ticket Strap, Integral to Console
CAB REAR SUSPENSION Air Bag Type
SUNSHADE, EXTERIOR Aerodynamic, Painted Roof Color; Includes Integral Clearance/Marker Lights
WHEELS, FRONT DISC; 22.5" Painted Steel, 10-Stud (285.75MM BC) Hub Piloted, 5 Hand Hole, Flanged
Nut, Metric Mount, 12.25 DC Rims; With Steel Hubs, with 5.375" Offset
Includes
: PAINT IDENTITY, FRONT WHEELS White
Notes
: Compatible Tire Sizes: 385/65R22.5, 425/65R22.5
WHEELS, REAR DUAL DISC; 22.5" Painted Steel, 5 Hand Hole, 10-Stud (285.75MM BC) Hub Piloted, Flanged
Nut, Metric Mount, 8.25 DC Rims; With .472" Thick Increased Capacity Disc and Steel Hubs
Includes
: PAINT IDENTITY, REAR WHEELS White
Notes
: Compatible Tire Sizes: 11R22.5, 12R22.5, 255/70R22.5, 255/80R22.5, 265/75R22.5, 275/70R22.5,
275/80R22.5, 295/75R22.5, 295/80R22,5
(8) TIRE, REAR 11R22.5 HDL2 DL (CONTINENTAL) 491 rev/mile, load range H, 16 ply
(2) TIRE, FRONT 425/65R22.5 HTC1 (CONTINENTAL) 465 rev/mile, load range L, 20 ply
Cab schematic 100GS
Location 1: 6E12, Blue Metallic (Std)
Chassis schematic N/A
Services Section:
SERVICES, TOWING To 12-Month/Unlimited Mileage; Service Call to the Vehicle or Towing to the Nearest
International Dealership for a Non-Driveable Unit in Conjuction with an International Warrantable Failure; $250
(USA) Maximum Benefit per Incident
Raw Material Surcharge
OBD EPA charge
9 Proposal: 2595-01
Vehicle Specifications
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
10 Proposal: 2595-01
Description
Factory List Prices:
Product Items
Service Items
Total Factory List Price Including Options:
Total Goods Purchased:
Extended Engine Warranty 84 Mo/
250,000 miles/9,000 hrs
Extended Driveline Warranty excluding transmission
60 mos/250,000 miles/9,000 hours
Total Preparation And Delivery:
Freight Charge
Total Freight:
Total Factory List Price Including Freight:
Less Customer Allowance:
Total Vehicle Price:
Total Warranty:
Total Sale Price:
Total Per Vehicle Sales Price:
Net Sales Price:
Financial Summary
2014 7600 SBA 6X4 2010 (SF667)
(US DOLLAR)
$205,753.00
$200.00
$7,600.00
$2,000.00
$2,025.00
Price
$205,953.00
$1,800.00
$9,600.00
$2,025.00
$219,378.00
($95,903.00)
$123,475.00
$425.00
$123,900.00
$123,900.00
$123,900.00
November 27, 2012
Please feel free to contact me regarding these specifications should your interests or needs change. I am confident you will be pleased with the quality and service of an International vehicle.
Approved by Seller: Accepted by Purchaser:
Official Title and Date
Authorized Signature
Firm or Business Name
Authorized Signature and Date
This proposal is not binding upon the seller without
Seller's Authorized Signature
Official Title and Date
The TOPS FET calculation is an estimate for reference purposes only. The seller or retailer is responsible for calculating and reporting/paying appropriate FET to the IRS.
11 Proposal: 2595-01
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
ENGINE/TRANSMISSION MATCHING
November 27, 2012
Sawtooth Details
Gear Trans
Ratio
Upshift Power Avail Govern Power Avail Peak Power Comparison
Veh Spd Eng Spd Veh Spd Eng Spd Gear Step 85% Range 90% Range
(MPH) (RPM) (MPH) (RPM) (%) (%) (%)
0.0
8.6
15.3
21.4
28.9
41.8
57.4
1812.5
1887.9
1342.7
1407.1
1330.0
1424.5
1693.4
8.6
15.3
21.4
28.9
41.8
57.4
71.2
1988.0
1977.0
1879.4
1901.9
1925.0
1958.0
2100.0
N/A
N/A
N/A
N/A
N/A
N/A
N/A
107
107
107
107
107
107
107
91
91
91
91
91
91
91
Warn Msg
1C
2C
2L
3L
4L
5L
6L
3.51
1.91
1.91
1.43
1.00
0.74
0.64
@ - WHEELSLIP CAN OCCUR AT THE GRADE SHOWN. THE VEHICLE IS CAPABLE OF INCREASED GRADEABILITY IF MORE
WEIGHT IS PLACED ON THE DRIVE AXLES.
12 Proposal: 2595-01
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
STEADY STATE PERFORMANCE
November 27, 2012
Performance Results Gear Veh Spd
(mph)
Eng Spd
(rpm)
Fuel Econ
(mpg)
Grade Notes
(%)
LEVEL ROAD MAXIMUM SPEED
HI GEAR SPEED @ RATED RPM
55.0 MPH STEADY-STATE
6L
6L
6L
72.3
71.2
55.0
2130
2100
1622
4.29
4.38
6.24
0.00
0.82
2.66
- Calculated Grade
Ability/Fuel Economy
VEHICLE ORDER CODING ERRORS MAY RESULT IF THE "LEVEL ROAD MAX SPEED" VALUE EXCEEDS THE "HI GEAR SPEED
@ RATED RPM" AND IS USED AS THE ENGINE PROGRAMMABLE VEHICLE SPEED LIMIT.
IF THE RESULTS CONTAIN " -----" , VEHICLE CANNOT ATTAIN THAT SPEED.
IF THE RESULTS CONTAIN "*****", THE ENGINE USED DOES NOT HAVE A FUEL MAP. FUEL ECONOMY CANNOT BE PREDICTED.
Recommendations / General Information
IDLE FUEL RATE : 1.25 GALS/HR @ 600 RPM
TORQUE CONVERTER: TC-531 STALL RATIO: 2.34
Fuel Economy Route: Normal Route - City, Suburban, and Highway
Key Fuel Economy Information City Suburban Highway Notes
MILES PER GALLON
AVERAGE MPH
MISSION MINUTES
4.04
18.94
29.8
5.99
39.80
52.0
5.88
54.60
173.4
IF THE RESULTS CONTAIN "*****", THE ENGINE USED DOES NOT HAVE A FUEL MAP. FUEL ECONOMY CANNOT BE PREDICTED.
13 Proposal: 2595-01
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
Gear
1C
2C
2L
3L
4L
5L
6L
Trans
Ratio
3.51
1.91
1.91
1.43
1.00
0.74
0.64
GRADEABILITY PERFORMANCE
Enroute - Full Throttle Upshift Performance
21.4
21.4
28.9
28.9
41.8
41.8
57.4
57.4
69.9
71.2
71.6
72.3
Veh Spd Eng Spd Whl Pwr Grade Warn
(mph) (rpm) (hp) (%) Msg
Notes
0.0
5.2
7.1
8.6
8.6
15.3
15.3
1812.5
1898.4
1935.2
1988.0
1887.9
1977.0
1342.7
0.0
266.1
295.8
295.0
252.2
296.0
353.8
48.80
29.60
23.80
19.20
16.20
10.40
12.60
@ STALL
70% EFF
80% EFF
1879.4
1407.1
1901.9
1330.0
1925.0
1424.5
1958.0
1693.4
2062.5
2100.0
2111.7
2130.5
378.9
366.6
374.1
349.8
364.0
360.4
343.9
370.3
302.8
289.4
252.7
193.0
9.40
9.10
6.60
6.10
4.00
4.00
2.20
2.50
1.00
0.80
0.50
0.00
RATED RPM
LEVEL ROAD
Gear
1C
Trans
Ratio
3.51
STARTING / TOP GEAR PERFORMANCE
Veh Spd Eng Spd Whl Pwr Grade Warn
(mph) (rpm) (hp) (%) Msg
Notes
0.0
7.1
0.0
295.8
48.80
23.80
@ STALL
80% EFF - Calculated Start Ability
@ - WHEELSLIP CAN OCCUR AT THE GRADE SHOWN. THE VEHICLE IS CAPABLE OF INCREASED GRADEABILITY IF MORE
WEIGHT IS PLACED ON THE DRIVE AXLES.
THE TRANSMISSION WAS SIMULATED IN PERFORMANCE OPERATING MODE.
14 Proposal: 2595-01
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
ACCELERATION PERFORMANCE RESULTS
Acceleration Performance Grid
November 27, 2012
Acceleration Performance: TIME TO ACCELERATE ON A 0.00% GRADE TO 55.0 (MPH) IS 41.97 (SECS)
Acceleration Performance Details
Gear
1
2
3
4
5
Time
(secs)
5.65
6.13
6.63
6.69
7.24
7.80
8.38
8.98
9.61
10.26
10.94
11.32
12.10
1.79
2.13
2.47
2.83
3.22
3.64
3.94
4.34
4.76
5.19
0.13
0.26
0.40
0.54
0.70
0.88
1.08
1.31
1.47
Distance
(feet)
97.9
111.8
127.2
128.9
146.4
165.3
185.7
207.7
231.4
256.9
284.9
300.7
334.3
14.8
19.7
25.3
31.8
39.3
48.0
54.4
63.8
74.0
85.4
0.1
0.4
0.9
1.6
2.7
4.1
6.0
8.5
10.5
Speed
(mph)
19.3
20.3
21.3
21.4
22.4
23.4
24.4
25.4
26.4
27.4
28.4
28.9
29.9
9.6
10.6
11.6
12.6
13.6
14.6
15.3
16.3
17.3
18.3
1.0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
8.6
Notes
15 Proposal: 2595-01
Gear
6
Time
(secs)
20.02
21.04
22.12
23.17
24.37
25.59
26.85
28.14
29.47
30.83
12.89
13.70
14.53
15.38
16.26
17.16
18.08
19.03
32.22
33.66
35.14
36.66
38.22
39.86
41.58
41.97
Distance
(feet)
735.4
794.4
858.2
921.9
996.3
1074.3
1156.1
1241.8
1331.7
1426.0
369.6
406.8
446.1
487.8
531.9
578.6
628.0
680.2
1524.9
1628.6
1737.6
1851.9
1972.0
2099.6
2236.7
2267.9
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
Notes Speed
(mph)
38.9
39.9
40.9
41.8
42.8
43.8
44.8
45.8
46.8
47.8
30.9
31.9
32.9
33.9
34.9
35.9
36.9
37.9
48.8
49.8
50.8
51.8
52.8
53.8
54.8
55.0
November 27, 2012
16 Proposal: 2595-01
Perfomance TCAPE Summary
2014 7600 SBA 6X4 2010 (SF667)
November 27, 2012
REQUIRED TCAPE INFORMATION
TCAPE Factors For Vehicle
Selected Rear Axle Gear Ratio(s):
Vehicle Vocation:
Road Surface Type:
Enroute PTO:
Transmission Mode:
Fuel Economy Route:
ID Wheel Slip Conditions:
Engine Fan Type:
Parked PTO:
Road Governor/Cruise Ctrl:
Acceleration Grade (%):
Alternator (A):
Frontal Area (FT2):
Air Compressor (HP):
Vehicle Height (IN):
Steering Gear (HP):
Air Conditioner (HP):
Weight on Drive Axle (LBF):
Acceleration Vehicle Spd (MPH):
Speed Limit on Route (MPH):
Vehicle Width (IN):
Relative Drag Coefficient:
TIRE, FRONT
TIRE, REAR
5.63
MODERATE ON/OFF HIGHWAY
TYPICAL
NO
Performance
Normal Route - City, Suburban, and Highway
Yes
VISCOUS
NO
No
0.0
40
76
2.20
114
2.60
3.20
46000
55.0
61.0
96
85
2 - RADIAL WIDEBASE
8 - RADIAL NORMAL
Components
0002ARY
0004SPL
0005PTB
0008GGN
0012BAV
0012THT
0013AMT
0014HRC
0016030
0016WCT
0016XWD
07382135417
07752665412
AXLE, FRONT NON-DRIVING {Meritor MFS-20-133A} Wide Track, I-Beam Type, 20,000-lb Capacity
AIR COMPRESSOR 21.0 CFM Capacity
STEERING GEAR (2) {Sheppard M-100/M-80} Dual Power
ALTERNATOR {Bosch LH160} Brush Type, 12 Volt 160 Amp. Capacity, Pad Mount
ENGINE, DIESEL {MaxxForce 13} EPA 10, 430 HP @ 1700 RPM, 1550 lb-ft Torque @ 1000 RPM, 2100 RPM Governed
Speed, 430 Peak HP (Max)
FAN DRIVE {Horton Drivemaster} Direct Drive Type, Two Speed With Residual Torque Device for Disengaged Fan
Speed
TRANSMISSION, AUTOMATIC {Allison 4000_RDS_P} 4th Generation Controls; Close Ratio, 6-Speed, With Double
Overdrive; On/Off Hwy; Includes Oil Level Sensor, With PTO Provision, Less Retarder
AXLE, REAR, TANDEM {Meritor RT-46-164EH} Single Reduction, Standard Width, 46,000-lb Capacity, With Driver
Controlled Locking Differential in Forward Rear and Rear-Rear Axle and 200 Wheel Ends
CAB Conventional
AIR CONDITIONER {Blend-Air} With Integral Heater & Defroster
SUNSHADE, EXTERIOR Aerodynamic, Painted Roof Color; Includes Integral Clearance/Marker Lights
TIRE, REAR 11R22.5 HDL2 DL (CONTINENTAL) 491 rev/mile, load range H, 16 ply 11R22.5 HDL2 DL
(CONTINENTAL) 491 rev/mile, load range H, 16 ply
TIRE, FRONT 425/65R22.5 HTC1 (CONTINENTAL) 465 rev/mile, load range L, 20 ply 425/65R22.5 HTC1
(CONTINENTAL) 465 rev/mile, load range L, 20 ply
TCAPE HAS BEEN DESIGNED TO GIVE ECONOMY AND PERFORMANCE PREDICTIONS WHICH HAVE BEEN SHOWN TO BE
TYPICAL FOR MOST OPERATIONS. HOWEVER, DUE TO OPERATING CONDITIONS, DRIVER INFLUENCES, AND OTHER
FACTORS, YOUR RESULTS MAY VARY FROM THOSE PREDICTED. ALSO, BECAUSE OF FUEL MAPPING PROCEDURES USED
BY VARIOUS ENGINE MANUFACTURERS, COMPARISONS OF FUEL ECONOMY RESULTS FOR DIFFERENT BRANDS OF
ENGINES MAY VARY FROM THOSE SHOWN.
NAVISTAR, INC. SHALL NOT BE LIABLE FOR ANY LOSS OF PROFITS, LOSS OF USE, INTERRUPTION OF BUSINESS OR
INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL DAMAGES OF ANY KIND THAT ARE INCURRED BY DEALER OR BY
DEALER'S CUSTOMERS AS A RESULT OF RELIANCE ON TCAPE, WHETHER THE CLAIM IS IN CONTRACT,TORT (INCLUDING
NEGLIGENCE), STRICT LIABILITY OR OTHERWISE.
17 Proposal: 2595-01
Vehicle Calculation Information
Fuel savings calculator
Purchase Price of Conventional fuel vehicle
Purchase price of alternative fuel vehicle
Additional cost of alternative vehicle
Conventional Fuel Price (diesel, unleaded)
CNG Price
Miles per day
Miles per gallon*
Days per week
Years of Ownership
Fuel Cost Savings
Time to pay off additional cost with fuel savings (years)
Total savings for life of vehicle
Entry
0
4.13
2.36
23
4
5
20
‐
Data Yearly
‐
‐
‐
6174.35
3528.2
5980
‐
255
‐
2646.15
0
52923
Blue fields indicate areas which need to be filled in
* MPG of CNG is roughly equal to that of unleaded
Based on no gov't grants
Prices include chassis and cab only, not dump box/hydraulics, etc…
Diesel
Fuel
Consumed
(Gallons) x
Emission
Factor (kg
CO2/gallo n)
10.21
÷ 1000 =
Total CO2
Output
(Kg/Metric Ton)
0
Gasoline (Unleaded)
Fuel
Consumed
(Gallons) x
Emission
Factor (kg
CO2/gallo n)
8.78
÷ 1000 =
Total CO2
Output
(Kg/Metric Ton)
0
CNG
Annual
Distance
(Miles)
x
CH4 Emissions from Mobile Combustion
Emission
Factor (g
CH4/Mile)
1.966
÷ 1000000 =
Annual
Distance
(Miles)
0
Annual
Distance
(Miles)
0 x x
N20 Emissions from Mobile Combustion
Emission
Factor (g
N2O/Mile
)
0.175
÷ 1000000 =
CO2 Emissions from Mobile Combustion
Emission
Factor (g
CO2/Mile)
0.054
÷ 1000000 =
Emission Type
CH4 Emissio
N20 Emissio
CO2 Emissio x x x
Total Equivelent CO2 Emissions (CO
2 e)
GWP*
21
310
1
=
=
=
0
0
0
Total Equivelent CO2 Emissions (CO
(CO2 + CH4 + N2O) ‐‐ (Metric T 0
CH4 Output
0
Total N2O
Output
0
Total CO2 Output
0
Bio ‐ Diesel
Fuel
Consume d
(Gallons) x
Emission Factor
(kg CO2/gallon)
9.45
÷ 1000 =
Total CO2
Output
(Kg/Metri c Ton)
0
Blue fields indicate areas which need to be filled in.
The CO2 calculations are based off of gallons of fuel consumed.
Each fuel type has a different emission factor which is a multiplication factor based on how much CO2 is emited by the fuel.
Compressed Natural Gas does not have a true CO2 value as it also emits
CH4 and N2O.
For this reason CNG has a CO2 Equivelent (CO2e).
Simply enter the annual distance in miles and the CO2e will be automatically calculated
* Global Warming Potential is a relative measure of how much heat a greenhouse gas traps in the atmosphere.
It compares the amount of heat trapped by a certain mass of the gas in question to the amount of heat trapped by a similar mass of carbon dioxide.
Fuel savings calculator
Purchase Price of Conventional fuel vehicle
Purchase price of alternative fuel vehicle
Additional cost of alternative vehicle
Conventional Fuel Price (diesel, unleaded)
CNG Price
Miles per day
Miles per gallon*
Days per week
Years of Ownership
Fuel Cost Savings
Time to pay off additional cost with fuel savings (years)
Total savings for life of vehicle
Entry
0
4.13
2.36
23
4
5
20
‐
Data Yearly
‐
‐
‐
6174.35
3528.2
5980
‐
255
‐
2646.15
0
52923
Blue fields indicate areas which need to be filled in
* MPG of CNG is roughly equal to that of unleaded
Based on no gov't grants
Prices include chassis and cab only, not dump box/hydraulics, etc…
Total
Average
Vehicle
Vehicle
Year
Unit
Number Fuel Type
Annual
Mileage
(Miles)
0
‐
Annual
Hours of
Use
Annual Fuel
Consumption
(Gallons)
Annual Fuel
Cost
(Unleaded)
Annual
Fuel Cost
(Diesel)
Fuel Efficiency
(Miles/Gallon)
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
0
‐
0
‐
0
‐
0
‐
Fuel Efficiency
(Gallons/Hour)
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
Annual CO2
Emissions
(Kg/Metric
Ton)
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
Emissions/1
000 miles
(kg/metric ton)/1000
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
Emissions/
1000 Hours
(kg/metric ton)/1000
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
‐
Blue fields indicate areas which need to be filled in.
CO2 Emissions Calculators can be found on the next page to see how emissions are calculated
Emissions Calculator Document
Local Government Operations Protocol
For the quantification and reporting of greenhouse gas emissions inventories
Version 1.1
May 2010
Developed in partnership and adopted by:
California Air Resources Board
California Climate Action Registry
ICLEI - Local Governments for Sustainability
The Climate Registry
Local Government Operations Protocol May 2010
Chapter 7 Vehicle Fleet
A local government’s vehicle fleet may contain a wide array of vehicles running on a variety of fuels (see Box 7.1). This chapter provides guidance on calculating all GHGs emissions from your vehicle fleet including:
• Scope 1 mobile combustion emissions;
• Scope 1 fugitive emissions from mobile air conditioning;
• Biogenic CO
2
emissions from the combustion of biofuels; and
• Emissions from alternative fuel vehicles.
Your local government’s vehicle fleet should be reported as two sectors:
Box 7.1 Common Types of Local
Government Fleet Vehicles
Passenger fleet vehicles
Light, medium, and heavy-duty trucks
Police and fire equipment
Transit vehicles
Sanitation and street sweeping equipment
Port and airport on and off-road vehicles
Aircraft and maritime equipment
Construction Equipment
Forklifts and scissorlifts
Groundskeeping equipment
1.
Transit fleet
2.
All other fleet vehicles
Tracking and reporting these sectors separately facilitates a more useful comparison of a local government’s emissions over time, and a more accurate comparison between local governments that may not provide transit services.
See Chapter 13 for more information on how to report your fleet emissions according to these sectors.
7.1 Mobile Combustion
Mobile combustion sources include both on-road and off-road vehicles such as automobiles, trucks, buses, trains, ships and other marine vessels, airplanes, tractors, and construction equipment. The combustion of fossil fuels in mobile sources emits CO
2
, CH
4
and N
2
O.
Emissions from mobile combustion can be estimated based on vehicle fuel use and miles traveled data. CO
2 emissions, which account for the majority of emissions from mobile sources, are directly related to the quantity of fuel combusted and thus can be calculated using fuel consumption data. CH
Calculating emissions of CH
4
4
and N
2
O emissions depend more on the emission control technologies employed in the vehicle and distance traveled. emission control technologies) and vehicle miles traveled. Because of this distinction, guidance on calculating
CO
2
and N
2
O requires data on vehicle characteristics (which takes into account
is provided separately from guidance on calculating CH
4
and N
2
0.
7.1.1 Mobile Combustion CO
2
Emissions
Below are the recommended and alternate activity data and emission factors for calculating your Scope 1
CO
2
emissions from mobile combustion. The following sections detail how to calculate your emissions based on the activity data and emission factors you choose to utilize.
Chapter 7 Vehicle Fleet 64
Local Government Operations Protocol May 2010
ACTIVITY
DATA
RECOMMENDED ALTERNATE
Known fuel use Fuel estimates based on detailed annual mileage and vehicle fuel economy
Fuel estimates based on annual mileage and vehicle fuel economy
Fuel estimates based on dollars spent
Proxy year fuel use data
EMISSION
FACTOR
RECOMMENDED ALTERNATE
Default by fuel type (national) Published emission factor by fuel type (state- or region-specific)
7.1.1.1 Recommended Approach
The recommended approach requires obtaining data on actual fuel consumption by fuel type to be used as activity data, and using national default emission factors for each fuel type.
Calculating CO
2
emissions using this approach involves three steps:
1. Identify total annual fuel consumption by fuel type;
2. Determine the appropriate emission factor; and
3. Calculate CO
2
emissions.
Step 1: Identify total annual fuel consumption by fuel type.
Methods include direct measurements of fuel use (official logs of vehicle fuel gauges or storage tanks); collected fuel receipts; and purchase records for bulk storage fuel purchases
(in cases where you operate a fleet and store fuel at a facility).
Box 7.2 Potential Sources for Fleet
Activity Data
For bulk purchase records, use Equation 7.1 to account for changes in fuel stocks when determining your annual fuel consumption. Total annual fuel purchases should include both fuel purchased for the bulk fueling facility and fuel purchased for vehicles at other fueling locations.
•
•
•
•
•
Accounts payable
Departmental
Fleet
Fuel tracking system vendors/suppliers
Equation 7.1
Accounting for Changes in Fuel
Stocks From Bulk Purchases
Total Annual Consumption = Total Annual Fuel Purchases +
Amount Stored at Beginning of Year – Amount Stored at End of
Year
•
•
•
Insurance
Maintenance
Mileage records
Please note that it is not necessary to track the fuel usage of individual on-road and non-highway vehicles as long as your local government has systems in place that can show all of the fuel from a tank or fueling system has been used to support fleet vehicles under your control.
Step 2: Determine the appropriate CO
2
emission factor for each fuel.
As many states (and even some regions or air districts within states) are adopting renewable fuels standards
that mandate different blends of transportation fuels sold within their state, emission factors based on national fuel averages available from national agencies may not be the most accurate emission
15
A renewable fuel standard is a government mandate calling for a certain amount of renewable fuel production by a set date, or a requirement of petroleum blenders to mix a certain percentage of ethanol with gasoline.
Chapter 7 Vehicle Fleet 65
Local Government Operations Protocol May 2010 factors for fuels sold in your region. However, as it is not yet standard practice for states or regions to develop state- or region-specific GHG emission factors for their fuel blends, this Protocol recommends widely-accepted national averages as the emission factor of choice. See Appendix G, Table G.11 for these default emission factors.
Local governments are encouraged to contact their regional or state transportation or environmental agency to see if they have published CO
2
emission factors for the fuel blend sold in your jurisdiction.
Step 3: Calculate total CO
2
emissions and convert to metric tons.
To determine your CO
2
emissions from mobile combustion, first multiply your fuel use from Step 1 by the
CO
2
emission factor from Step 2, and then convert kilograms to metric tons. Repeat the calculation for each fuel type, then sum (see Equation 7.2).
Equation 7.2
Calculating CO
2
Emissions From
Mobile Combustion
Fuel A CO
2
Emissions (metric tons) =
Fuel Consumed × Emission Factor ÷ 1,000
(gallons) (kg CO
2
/gallon) (kg/metric ton)
Fuel B CO
2
Emissions (metric tons) =
Fuel Consumed × Emission Factor ÷ 1,000
(gallons) (kg CO
2
/gallon) (kg/metric ton)
Total CO
2
Emissions (metric tons) =
CO
2
from Fuel A + CO
2
from Fuel B + …
(metric tons) (metric tons) (metric tons)
Box 7.3 at the end of this section provides an example of how to calculate emissions from a vehicle fleet using the recommended approach.
7.1.1.2 Alternate Approaches
7.1.1.2.1 Detailed Annual Mileage and Fuel Efficiency
If you do not have fuel use data, but have detailed information about your fleet and annual mileage by vehicle, you may estimate your fuel consumption using the following steps:
1.
2.
3.
4.
Identify the vehicle make, model, fuel type, and model years for all the vehicles you operate;
Identify the annual distance traveled by vehicle type;
Determine the fuel economy of each vehicle; and
Convert annual mileage to fuel consumption.
Step 1: Identify the vehicle make, model, fuel type, and model years for all the vehicles you operate.
Step 2: Identify the annual mileage traveled by vehicle.
Sources of annual mileage data include odometer readings, maintenance records or trip manifests that include distance to destinations.
Alternately, if you have reimbursement records that detail reimbursement amounts for trips made in local government fleet vehicles, you can use Equation 7.3 to convert dollars spent on reimbursement to mileage.
Chapter 7 Vehicle Fleet 66
Local Government Operations Protocol May 2010
Equation 7.3
Estimating Annual Mileage
Based on Travel
Reimbursement Cost
Annual Mileage (miles) =
Dollars Spent ÷ Reimbursement Rate
(dollars) ($/mile)
Step 3: Determine the fuel economy of each vehicle.
You can obtain fuel economy factors for passenger cars and light trucks from the EPA website www.fueleconomy.gov
, which lists city, highway, and combined fuel economy factors by make, model, model year, and specific engine type.
Step 4: Convert annual mileage to fuel consumption.
If you have accurate information about the driving patterns of your fleet, you should apply a specific mix of city and highway driving, using Equation 7.4. Otherwise use the combined fuel economy factor from EPA, which assumes 45 percent of your vehicles’ mileage is highway driving and 55 percent is city driving.
For heavy-duty trucks, fuel economy data may be available from vehicle suppliers, manufactures, or in company records. If no specific information is available, you should assume fuel economy factors of 8.0 mpg for medium trucks (10,000-26,000 lbs) and 5.8 mpg for heavy trucks (more than 26,000 lbs).
and then sum them together.
If you operate more than one type of vehicle, you must calculate the fuel use for each of your vehicle types
Equation 7.4
Estimating Fuel Use Based on
Distance
Estimated Fuel Use (gallons) =
Distance ÷ [(City FE × City %) + (Highway FE × Hwy %)]
(miles) (mpg) (mpg)
FE = Fuel Economy
Now you can use your estimated fuel use from Equation 7.4 to follow the guidance in the recommended approach (Section 7.1.1.1) to estimate your CO
2
Scope 1 emissions from your vehicles.
7.1.1.2.2 Fuel Estimates Based on Dollars Spent
If you cannot obtain fuel use data, mileage records or reimbursement data, but have information on dollars spent for fuel used by the vehicle fleet, you can still estimate your fuel consumption.
Typically this approach is used in cases of one or a few vehicles. Generally, it should not be used as a substitute for a significant group of fleet vehicles or the entire vehicle fleet sector. Local governments should disclose the use of any fuel estimates as part of the calculation methodology disclosure.
Use the following steps to estimate fuel consumption based on dollars spent:
1.
Identify total annual dollars spent by fuel type;
2.
Identify the cost per gallon for each fuel type;
3.
Convert annual dollars spent to fuel consumption for each fuel type.
16 U.S. Department of Energy, Transportation Energy Data Book, Ed. 26, 2007, Table 5.4.
Chapter 7 Vehicle Fleet 67
Local Government Operations Protocol May 2010
Step 1: Identify total annual dollars spent by fuel type.
Sources of annual dollars spent data include collected fuel receipts and purchase records for fuel station accounts. Note that local governments often pay fewer taxes on fuel than is reflected in national average data on retail fuel cost. This can skew your fuel consumption estimate. If your local government has tax exemptions for fuel, and you obtain fuel price data from the EIA, you should subtract taxes from both your fuel purchase data and from the price of fuel before calculating fuel consumption. If the full tax amount is included in both fuel purchases and the fuel price, you do not have to complete this step.
Step 2: Identify the cost per gallon for each fuel type.
If the cost per gallon of fuel is not indicated on the fuel receipts or purchase records, you can obtain average annual fuel prices for your region from the Energy Information Administration at http://tonto.eia.doe.gov/oog/info/gdu/gasdiesel.asp
.
Step 3: Convert annual dollars spent to fuel consumption for each fuel type.
For each fuel type, use Equation 7.5 to convert annual dollars spent to estimated fuel use.
Equation 7.5
Estimating Fuel Use Based on
Dollars Spent
Estimated Fuel Use (gallons) =
(Dollars Spent - Taxes) ÷ Fuel Cost
($) ($/gallon)
Now you can use your estimated fuel use from Equation 7.4 to follow the guidance in the recommended approach (Section 7.1.1.1) to estimate your CO
2
Scope 1 emissions from your vehicles.
7.1.1.2.3 Proxy Year Fuel Use Data
If you cannot obtain fuel use data for the given analysis year, but have fuel use data for the following year or the prior year, you may estimate your fuel consumption using proxy data.
Typically this approach is used in cases of one or a few vehicles. Generally, it should not be used as a substitute for a significant group of fleet vehicles or the entire vehicle fleet sector. Local governments should disclose the use of any fuel estimates as part of the calculation methodology disclosure.
Use the following steps to estimate fuel consumption based on proxy year fuel use data:
1.
Identify total annual fuel consumption by fuel type in proxy year;
2.
Adjust the fuel consumption by fuel type based on any changes in fleet size and composition between the proxy year and the inventory year;
Step 1: Identify total annual fuel consumption by fuel type in proxy year
The proxy year can be either another calendar year or else a fiscal year.
Step 2: Adjust the fuel consumption by fuel type based on any changes in fleet size and composition between the proxy year and the inventory year.
You should consult the Fleet Manager or other knowledgeable source to identify any significant shifts in fleet size and composition. Where documented data is not available, best available estimates should be used to determine fuel consumption by fuel type in the inventory year.
Chapter 7 Vehicle Fleet 68
Local Government Operations Protocol May 2010
Now you can use your estimated fuel use from Step 2 to follow the guidance in the recommended approach
(Section 7.1.1.1) to estimate your CO
2
Scope 1 emissions from your vehicles.
7.1.2 CO
2
Emissions from Vehicles Combusting Biofuels
Biofuels such as ethanol, biodiesel, and other various blends of biofuels and fossil fuels may be combusted in your vehicle fleet. Due to their biogenic origin, you must report CO biofuels separately from your fossil fuel CO
2
2
emissions from the combustion of
emissions (see Chapter 4, Section 4.5).
For vehicles that run on pure biofuels (also called “neat” biofuels), such as B100 (100 percent biodiesel) and
E100 (100 percent ethanol), you can use the methodology in Section 7.1.1.1 with the non-fossil fuel emission factors provided in Appendix G, Table G.11 to calculate the biogenic CO2 emissions from combustion.
For biofuel blends, such as E85 (85 percent ethanol and 15 percent gasoline) and B20 (20 percent biodiesel
and biogenic CO
2
. You must and 80 percent diesel), combustion creates emissions of both fossil CO
2 separately report both types of CO
2
emissions for each fuel.
Note that when calculating emissions from mobile combustion, you are responsible to account only for emissions resulting from your own activities (i.e., tailpipe emissions from fuel combustion) rather than taking into account life cycle impacts, such as the CO
2
sequestered during the growing of crops or emissions associated with producing the fuels. The life cycle impacts of combusting fuels falls into Scope 3.
Follow the steps below to calculate the anthropogenic and biogenic CO
2
emissions from a biofuel blend.
Step 1: Identify the biofuel blend being used.
E85 (85 percent ethanol and 15 percent gasoline) and B20 (20 percent biodiesel and 80 percent diesel) are popular blends, but many different biofuel blends are possible.
Step 2: Identify total annual biofuel consumption.
If you are a fleet operator and store fuel at any of your facilities, you can also determine your annual fuel consumption from bulk fuel purchase records.
Step 3: Based on the blend, calculate the annual consumption of petroleum-based fuel and biomass-based fuel for each biofuel blend consumed.
For example, if you are using B20, your annual consumption would have to be split into 20 percent biodiesel and 80 percent diesel fuel.
Step 4: Select the appropriate emission factor to separately calculate your anthropogenic and biogenic CO
2
emissions.
Table G.11 provides default CO
2
emission factors for fuel combusted in motor vehicles and other forms of transport, including a number of biofuels.
Step 5: Multiply each fuel consumed by its emission factor to calculate total CO
2
emissions and convert to metric tons.
Multiply your petroleum-based diesel fuel use from Step 3 by the CO
2
emission factor from Step 4 (see
Equation 7.2) and convert kilograms to metric tons.
Chapter 7 Vehicle Fleet 69
Local Government Operations Protocol May 2010
Then multiply your biomass-based fuel use from Step 3 by the biogenic CO
2
emission factor from Step 4 and convert kilograms to metric tons.
To calculate the CH
4
and N
2
0 emissions from biofuels, follow the guidance given in Section 7.1.3 below.
7.1.3 Mobile Combustion CH
4
and N
2
O Emissions
Below are the recommended and alternate activity data and emission factors for calculating your Scope 1
CH
4
and N
2
O emissions from mobile combustion. The following sections detail how to calculate your emissions based on the activity data and emission factors you choose to utilize.
ACTIVITY
DATA
RECOMMENDED ALTERNATE
Fuel use by vehicle type, model year and fuel type
Annual mileage by vehicle type, model year and fuel type
Annual mileage by vehicle type and fuel type
Proxy year data
EMISSION
FACTOR
RECOMMENDED ALTERNATE
Default emission factor by vehicle type, model year and fuel type
Default emission factor by fuel type and vehicle type
7.1.3.1 Recommended Approach
Estimating emissions of CH
4
and N
2
O from mobile sources using the recommended activity data and emission factors involves five steps:
1.
Identify the vehicle type, fuel type, and model year of each vehicle you own and operate;
2.
Identify the annual mileage by vehicle type;
3.
Select the appropriate emission factor for each vehicle type;
4.
Calculate CH
4
and N
2
O emissions for each vehicle type and sum to obtain total CH
4
and N
2
O emissions; and
5.
Convert CH
4
and N
2
O emissions to units of CO
2
equivalent and sum to determine total emissions.
Note that this procedure applies to highway vehicles and alternative fuel vehicles, but not to non-highway vehicles such as ships, locomotives, aircraft, and non-road vehicles. For these vehicles, estimation of CH
4 and N
2
O emissions is based on fuel consumption rather than distance traveled. For these vehicles, use the same fuel consumption data used to estimate CO
2
emissions in the previous section. Then follow Steps 3-5 below to estimate emissions using default factors provided in Table G.14.
Step 1: Identify the vehicle type, fuel type, and technology type or model year of all the vehicles you own and operate.
You must first identify all the vehicles you own and operate, their vehicle type (such as passenger car or heavy-duty truck), their fuel type (such as gasoline or diesel), and their model year.
Step 2: Identify the annual mileage by vehicle type.
CH
4
and N
2
O emissions depend more on distance traveled than volume of fuel combusted. Therefore, the recommended approach is to use vehicle miles traveled data by vehicle type. Sources of annual mileage data include odometer readings or trip manifests that include distance to destinations.
Chapter 7 Vehicle Fleet 70
Local Government Operations Protocol May 2010
Step 3: Select the appropriate emission factor for each vehicle type.
Obtain emission factors for highway vehicles from Table G.12. Use Table G.13 for alternative fuel and
Table G.14 for non-highway vehicles.
Step 4: Calculate CH
4 emissions.
and N
2
O emissions by vehicle type and sum to obtain total CH
4
and N
2
Use Equation 7.6 to calculate CH
4
emissions by vehicle type, convert to metric tons, and obtain total CH
4 emissions. Then repeat the procedure using Equation 7.7 to obtain total N
2
O emissions.
O
Equation 7.6
Calculating CH
4
Emissions From
Mobile Combustion
Vehicle Type A
CH
4
Emissions (metric tons) =
Annual Distance × Emission Factor ÷ 1,000,000
(miles) (g CH
4
Vehicle Type B
/mile) (g/metric ton)
CH
4
Emissions (metric tons) =
Annual Distance × Emission Factor ÷ 1,000,000
(miles) (g CH
4
/mile) (g/metric ton)
Total CH
4
Emissions =
CH
4
from Type A + CH
4
from Type B + …
(metric tons) (metric tons) (metric tons)
Equation 7.7
Calculating N
2
O Emissions From
Mobile Combustion
Vehicle Type A
N
2
O Emissions (metric tons) =
Annual Distance × Emission Factor ÷ 1,000,000
(miles) (g N
2
O/mile) (g/metric ton)
Vehicle Type B
N
2
O Emissions (metric tons) =
Annual Distance × Emission Factor ÷ 1,000,000
(miles) (g N
2
O/mile) (g/metric ton)
Total N
2
O Emissions =
N
2
O from Type A + N
2
O from Type B + …
(metric tons) (metric tons) (metric tons)
Step 5: Convert CH
4
and N
2
O emissions to units of CO
2 emissions from mobile combustion.
Use the IPCC GWP factors in Equation 7.8 to convert CH
4
(see Equation 7.8).
equivalent and determine total
and N
2
O emissions to units of CO
2
equivalent.
Then sum your emissions of all three gases to determine your total GHG emissions from mobile combustion
Equation 7.8
Converting to CO and determining total emissions
2
equivalent
CO
2
Emissions = CO
2
(metric tons CO
2
Emissions × 1 e) (metric tons) (GWP)
CH
4
Emissions = CH
(metric tons CO
2
4
Emissions × 21 e) (metric tons) (GWP)
N
2
O Emissions = N
2
(metric tons CO
2
O Emissions × 310 e) (metric tons) (GWP)
Total Emissions = CO
2
+ CH
4
+ N
2
O
(metric tons CO
2 e) (metric tons CO
2 e)
Chapter 7 Vehicle Fleet 71
Local Government Operations Protocol May 2010
7.1.3.2 Alternate Activity Data
7.1.3.2.1 Fuel use by vehicle type, model year and fuel type
If you do not have mileage data, but you do have fuel consumption data by vehicle type, you can estimate the vehicle miles traveled using fuel economy factors by vehicle type. See Step 3 in Section 7.1.1.2 for a discussion of determining appropriate fuel economy factors. If you operate more than one type of vehicle, you must separately calculate the fuel use for each of your vehicle types. If you have only bulk fuel purchase data, you should allocate consumption across vehicle types and model years in proportion to the fuel consumption distribution among vehicle type and model years, based on your usage data. Then use
Equation 7.9 to estimate annual mileage.
Equation 7.9
Estimating Mileage Based on
Fuel Use
Estimated Annual Mileage =
Fuel Use × [(City FE × City %) + (Highway FE × Hwy %)]
(gallons) (mpg) (mpg)
FE = Fuel Economy
Now you can use your estimated annual mileage from Equation 7.9 to follow the guidance in the recommended approach (Section 7.1.3.1) to estimate your CH vehicles.
4
and N
2
O Scope 1 emissions from your
7.1.3.2.2 Annual mileage by vehicle type and fuel type
If you have mileage data categorized by fuel type and vehicle class but not the model years for the vehicles, you can estimate the CH
4
and N
2
O from mobile sources using these five steps:
1.
Identify the vehicle type and fuel type of each vehicle you own and operate;
2.
Identify the annual mileage by vehicle type;
3.
Select the appropriate emission factor for each vehicle type;
4.
Calculate CH
4
and N
2
O emissions for each vehicle type and sum to obtain total CH
4
and N
2
O emissions;
5.
and
Convert CH and operate.
4
and N
2
O emissions to units of CO
2
equivalent and sum to determine total emissions.
Step 1: Identify the vehicle type, fuel type, and technology type for all the vehicles you own
You must first identify all the vehicles you own and operate, their vehicle type (such as passenger car or heavy-duty truck), and their fuel type (such as gasoline or diesel).
Step 2: Identify the annual mileage by vehicle type.
CH
4
and N
2
O emissions depend more on distance traveled than volume of fuel combusted. Therefore, the recommended approach is to use vehicle miles traveled data by vehicle type. Sources of annual mileage data include odometer readings or trip manifests that include distance to destinations.
Step 3: Select the appropriate emission factor for each vehicle type.
Obtain emission factors for highway vehicles from Table G.15.
Chapter 7 Vehicle Fleet 72
Local Government Operations Protocol May 2010
Steps 4-5:
Steps 4 and 5 should be conducted as per the recommended methodology above (7.2.1.1) substituting the emission factors from Table G.15.
7.1.3.2.3 Proxy year data
If you cannot obtain vehicle mileage data for the current year, but have mileage use data for the following year or the prior year or a fiscal year, you may estimate your annual mileage using the proxy year data.
Typically this approach is used in cases of one or a few vehicles. It should not be used as a substitute for a significant group of fleet vehicles or the entire vehicle fleet sector. Local governments should disclose the use of any fuel estimates as part of the calculation methodology disclosure.
Use the following steps to estimate annual mileage based on proxy year fuel use data:
1.
Identify the vehicle type and fuel type of each vehicle you own and operated in the proxy year;
2.
Identify the annual mileage by vehicle type in the proxy year and adjustment mileage based on any changes in fleet size and composition between the proxy year and the inventory year;
3.
Select the appropriate emission factor for each vehicle type;
4.
Calculate CH and
4
and N
2
O emissions for each vehicle type and sum to obtain total CH
4
and N
2
O emissions;
5.
Convert CH
4
and N
2
O emissions to units of CO
2
equivalent and sum to determine total emissions.
Step 1: Identify the vehicle type, fuel type, and technology type for all the vehicles you own and operate.
You must first identify all the vehicles you own and operate, their vehicle type (such as passenger car or heavy-duty truck), their fuel type (such as gasoline or diesel).
Step 2: Identify the annual mileage by vehicle type in the proxy year and adjustment mileage based on any changes in fleet size and composition between the proxy year and the inventory year.
You should consult the Fleet Manager or other knowledgeable source to identify any significant shifts in fleet size and composition. Where documented data is not available, best available estimates should be used to determine mileage by vehicle type in the inventory year.
Step 3: Select the appropriate emission factor for each vehicle type.
Obtain emission factors for highway vehicles from Table G.15.
Steps 4-5:
Steps 4 and 5 should be conducted as per the recommended methodology above (7.2.1.1) substituting the emission factors from Table G.15.
7.1.3.3 Alternate Emission Factors
If you do not have data on the vehicle type, fuel type, and model year for each vehicle in your vehicle fleet, you can use the default emission factors in Table G.15.
These emission factors require you to break down your vehicle fleet based on vehicle type and fuel type only.
Chapter 7 Vehicle Fleet 73
Local Government Operations Protocol May 2010
Box 7.3 provides an example of how to calculate mobile GHG emissions from municipal fleet using the recommended approach.
Box 7.3. Example Calculation of Emissions from a Municipal Vehicle Fleet
A town has a vehicle fleet of 25 passenger vehicles from 2002. A total of 10,000 gallons of gasoline were used to fuel the fleet in 2009 and the fleet drove a combined total of 250,000 miles. The city calculates its mobile emissions using the recommended approach found in Section 7.1.1.1 along with
Table E.2, G.11, and G.12. The calculations are shown below.
Eq. 7.2: Calculating CO
2
Gasoline CO
2
1000
emissions from mobile combustion
emissions (MT) = fuel consumed (gal) x emissions factor (kg/gal) ÷
= 10,000 gal x 8.78 kg CO
= 87.8 MT CO
2
2
/gal* ÷ 1000 kg/MT
*Gasoline emission factor was obtained from Table G.11
Eq. 7.6: Calculating CH
4
emissions from mobile combustion
Passenger vehicle (MT) = Annual distance (mi) x emissions factor (g/mi) ÷ 1000000
Eq. 7.7:
= 250,000 miles x 0.0107 g/mile* ÷ 1000000 g/MT
= 0.0027 MTCH
*Model Year 2002 CH
4
4
emission factor was obtained from Table G.12.
Eq. 7.8:
Calculating N
2
O emissions from mobile combustion
Passenger vehicle (MT) = Annual distance (mi) x emission factor (g/mi) ÷ 1000000
(g/MT)
= 250,000 miles x 0.0153 g/mi* ÷ 1000000 g/MT
= 0.0038 MT N
*Model Year 2002 N
Converting to CO
2
2
2
O
O emission factor was obtained from Table G.12. e and determining total emissions
Total emissions = (CO
2
emissions x GWP) + (CH
4
emissions x GWP) + (N
2
O
emissions x GWP)
= (87.8 MT CO
2 x 310) e x 1) + (0.0027 MT CH
4
x 21) + (0.0038 MT N
2
= 89.0 MT CO
2 e
O
7.2 Emissions from Non-Highway Vehicles
To calculate CO
2
emissions from non-highway vehicles, you should use fuel consumption data and the recommended approach provided in Section 7.1.1.1. Please note that it is not necessary to track the fuel usage of individual non-highway vehicles or pieces of equipment as long as your local government has a system in place that can show all of the fuel from a tank or fueling system is used to support fleet vehicles under your control.
To calculate the emissions of non-CO and N
2 2
gases (CH
4
0) from non-highway vehicles and equipment, you should use fuel consumption data and the non-highway vehicles default emission factors in Appendix G,
Table G.14.
Chapter 7 Vehicle Fleet 74
Local Government Operations Protocol May 2010
These fuel use-based emission factors are more appropriate than the distance-based emission factors used to calculate emissions of non-CO
2
gases from other mobile sources because non-highway vehicles do not have the emission control technologies required of on-road vehicles and, in many instances, do not record miles traveled.
Please note that if any off-road equipment has been permitted by a local air regulatory authority as a stationary source, its emissions should be included as a stationary combustion source, not in the vehicle fleet sector.
7.3 Emissions from Alternative Fuel Vehicles/Electric Vehicles
Emissions from alternative fuel vehicles are calculated in the same manner as other gasoline or diesel mobile sources, with the exception of electric vehicles. For instance, if you operate compressed natural gas or propane fueled vehicles, you must, as with gasoline or diesel, determine the total amount of fuel consumed and apply the appropriate emission factor to calculate your emissions. Electric vehicles are powered by internal batteries that receive a charge from the electricity grid. Therefore, using electric vehicles produces
Scope 2 emissions from purchased electricity as opposed to Scope 1 emissions from mobile combustion. To calculate these emissions, you must determine the quantity of electricity consumed and apply an appropriate emission factor (see Chapter 6, Section 6.2).
7.4 Fugitive Emissions from Motor Vehicle Air Conditioning
Most on-road vehicles owned and operated by your local government have air conditioning systems. These systems may use refrigerants that contain or consist of compounds that should be reported under this
Protocol. Through the use and maintenance of these systems, refrigerant leaks are likely to occur. These leaks are considered Scope 1 fugitive emissions. While leakage from vehicle air conditioning systems may not seem like large source of GHG emissions, some of the refrigerant compounds used in these systems have high GWPs, and thus even small fugitive emissions can translate into significant emissions in terms of
CO
2
equivalent.
Note that only those refrigerants that contain or consist of compounds of the GHGs listed in Appendix E should be reported. Hydrofluorocarbons (HFCs) are the primary GHG of concern for motor vehicle air conditioners. Today, HFC-134a is the standard refrigerant used for mobile air conditioning systems. It is also possible that your vehicles use a refrigerant that is a blend of a number of compounds - refrigerant blends that should be reported under this Protocol and their associated GWPs are also listed in Appendix E.
Below are the recommended and alternate approaches for calculating your Scope 1 fugitive emissions from mobile sources. Before beginning any calculations in this section, you should first confirm what refrigerants are being used within your air conditioning units. Only those HFCs and refrigerants blends listed in Appendix
E are to be included in your inventory.
RECOMMENDED ALTERNATE
Mass balance method Estimation based on fleet inventory and refrigerants used
7.4.1 Recommended Approach
The mass balance approach is the most accurate method for determining HFC emissions. This method is recommended for local governments who service their own fleet vehicles. To calculate HFC emissions using the mass balance approach, follow these three steps:
1.
Determine the base inventory for each refrigerant used in your fleet vehicles;
2.
Calculate changes to the base inventory for each refrigerant based on purchases and sales of refrigerants and changes in total capacity of the equipment; and
Chapter 7 Vehicle Fleet 75
Local Government Operations Protocol May 2010
3.
Calculate annual emissions of each type of refrigerant, convert to units of carbon dioxide equivalent, and determine total HFC emissions.
Step 1: Determine the base inventory for each HFC.
First determine the quantity of the refrigerant in storage at the beginning of the year (A) and the quantity in storage at the end of the year (B), as shown in Table 7.1. Refrigerant in storage (or in inventory) is the total stored on site in cylinders or other storage containers and does not include refrigerants contained within vehicles.
Step 2: Calculate changes to the base inventory.
Next, include any purchases or acquisitions of each refrigerant, sales or disbursements of each refrigerant, and any changes in capacity of refrigeration equipment. Additions and subtractions refer to refrigerants placed in or removed from the stored inventory, respectively.
Purchases/Acquisitions of Refrigerant. This is the sum of all the refrigerants acquired during the year either in storage containers or in equipment (item C in Table 7.1). Purchases and other acquisitions may include refrigerant:
• Purchased from producers or distributors,
• Provided by manufactures or inside vehicles,
• Added to vehicles by contractors or other service personnel (but not if that refrigerant is from your inventory), and
• Returned after off-site recycling or reclamation.
Sales/Disbursements of Refrigerant. This is the sum of all the refrigerants sold or otherwise disbursed during the year either in storage containers or in vehicles (item D in Table 7.1). Sales and disbursements may include refrigerant:
• In containers or left in vehicles that are sold,
• Returned to suppliers, and
• Sent off-site for recycling, reclamation, or destruction.
Net Increase in Total Full Charge of Equipment. This is the net change to the total equipment volume for a given refrigerant during the year (item E in Table 7.1). Note that the net increase in total full charge of equipment refers to the full and proper charge of the vehicle rather than to the actual charge, which may reflect leakage. It accounts for the fact that if new vehicles are purchased, the refrigerant that is used to charge those new vehicles should not be counted as an emission.
It also accounts for the fact that if the amount of refrigerant recovered from retiring vehicles is less than the full charge, then the difference between the full charge and the recovered amount has been emitted. Note that this quantity will be negative if the retiring vehicles have a total full charge larger than the total full charge of the new vehicles.
If the beginning and ending total capacity values are not known, this factor can be calculated based on known changes in equipment. The total full charge of new vehicles minus the full charge of vehicles that are retired or sold also provides the change in total capacity.
Chapter 7 Vehicle Fleet 76
Local Government Operations Protocol May 2010
Table 7.1 Base Inventory and Inventory Changes
Inventory
Base Inventory
A
B
Refrigerant in inventory (storage) at the beginning of the year
Refrigerant in inventory (storage) at the end of the year
Additions to Inventory
1 Purchases of refrigerant (including refrigerant in
2 new vehicles)
Refrigerant returned to the site after off-site recycling
C Total Additions (1+2)
Subtractions from Inventory
3 Returns to supplier
4
5
HFCs taken from storage and/or equipment and disposed of
HFCs taken from storage and/or equipment and sent off-site for recycling or reclamation
D Total Subtractions (3+4+5)
Net Increase in Full Charge/Nameplate Capacity
6 Total full charge of new vehicles
7 Total full charge of retiring vehicles
E Change to nameplate capacity (6-7)
Amount (kg)
Step 3: Calculate annual emissions of each type of HFC, convert to units of CO
2 e, and determine total HFC emissions.
For each type of refrigerant or refrigerant blend, use Equation 7.10 and your data from Table 7.1 to calculate total annual emissions of each type of HFC used in your fleet vehicles.
Equation 7.10
Calculating Emissions of Each
Type of HFC Using the Mass
Balance Method
Total Annual Emissions (metric tons of HFC) =
(
A - B + C - D - E )
÷ 1,000
(kg) (kg) (kg) (kg) (kg) (kg/metric tons)
Next, use Equation 7.11 and the appropriate GWP factors from Appendix E to convert each HFC to units of
CO
2 e.
Equation 7.11 Converting to CO
2 e
HFC Type A Emissions = HFC Type A Emissions × GWP
(mt CO
2 e) (metric tons HFC Type A) (HFC A)
Finally, sum the totals of each type of HFC, in units of CO
7.12) from your vehicle fleet.
2 e, to determine total HFC emissions (see Equation
Chapter 7 Vehicle Fleet 77
Local Government Operations Protocol May 2010
Equation 7.12
Determining total HFC emissions
Total HFC Emissions = HFC Type A + HFC Type B + …
(mt CO
2 e) (mt CO
2
-e) (mt CO
2 e)
7.4.2 Alternate Approach
The alternate approach estimates emissions by multiplying the quantity of refrigerants used by default emission factors. Because default emission factors are highly uncertain, the resulting emissions estimates are considered much less accurate than the mass balance approach, and will probably result in a significant overestimation of your Scope 1 fugitive emissions.
To estimate emissions using the alternate approach, follow these three steps:
1.
Determine the types and quantities of refrigerants used;
2.
Estimate annual emissions of each type of HFC; and
3.
Convert to units of CO
2 e and determine total HFC emissions.
Step 1: Determine the types and quantities of refrigerants used.
To estimate emissions, you must determine the number of vehicles with air conditioning equipment; the types of refrigerant used; and the refrigerant charge capacity of each piece of equipment (see Table 7.2). If you do not know the refrigerant charge capacity of each piece of equipment, use the upper bound of the range provided by equipment type in Table 7.2.
Step 2: Estimate annual emissions of each type of refrigerant.
For each type of refrigerant, use Equation 7.13 to estimate annual emissions. Default emissions for estimation purposes are provided in Table 7.2 by equipment type. The equation includes emissions from installation, operation, and disposal of equipment. If you did not install or dispose of equipment during the reporting year, do not include emissions from these activities in your estimation.
Note that refrigerants may be blends of HFCs. Table E.2 lists the GWP factors for selected blends.
Table 7.2
Default Emissions for Mobile Refrigeration / Air Conditioning Equipment
Type of Equipment
Capacity
(kg)
Installation
Emission
Factor k
(% of capacity)
Operating
Emission Factor x
(% of capacity / year)
Refrigerant
Remaining at
Disposal y
(% of capacity)
Recovery
Efficiency z
(% of remaining)
Transport Refrigeration 3 - 8 1 % 50 % 50 % 70 %
Mobile Air Conditioning 0.5 – 1.5 0.5 % 20 % 50 % 50 %
Source: IPCC,
Guidelines for National Greenhouse Gas Inventories
(2006), Volume 3: Industrial Processes and Product
Use, Table 7.9.
Note: Emission factors above are the most conservative of the range provided by the IPCC. The ranges in capacity are provided for reference. You should use the actual capacity of your equipment. If you do not know your actual capacity, you should use the high end of the range provided (e.g., use 2,000 kg for chillers).
Chapter 7 Vehicle Fleet 78
Local Government Operations Protocol May 2010
Equation 7.13 Estimating Emissions of Each Type of Refrigerant
For each type of refrigerant:
Total Annual Emissions = [ (C
N
× k) + (C × x × T) + (C
D
× y × (1 – z) ) ] ÷ 1,000
(metric tons) (kg) (%) (kg) (%) (years) (kg) (%) (%) (kg/metric ton)
Where:
C
N
= quantity of refrigerant charged into the new equipment
1
C = total full charge (capacity) of the equipment
T = time in years equipment was in use (e.g., 0.5 if used only during half the year and then disposed)
C
D
= total full charge (capacity) of equipment being disposed of
2
k = installation emission factor 1
x = operating emission factor
y = refrigerant remaining at disposal 2
z = recovery efficiency
2
1
Omitted if no equipment was installed during the reporting year or the installed equipment was
pre-charged by the manufacturer
2
Omitted if no equipment was disposed of during the reporting year
Step 3: Convert to units of CO
2 e and determine total HFC emissions.
Use Equation 7.11 and the appropriate GWP factors from Appendix E to convert each HFC to units of CO
2 e.
Finally, sum the totals of each type of HFC, in units of CO
7.12).
2 e, to determine total HFC emissions (see Equation
Chapter 7 Vehicle Fleet 79
Local Government Operations Protocol May 2010
Appendix E Global Warming Potentials
Global Warming Potential (GWP) factors represent the ratio of the heat-trapping ability of each greenhouse gas relative to that of carbon dioxide. For example, the GWP of methane is 21 because one metric ton of methane has 21 times more ability to trap heat in the atmosphere than one metric ton of carbon dioxide. To convert emissions of non-CO
2
gases to units of CO
2
equivalent, multiply the emissions of each gas in units of mass (e.g., metric tons) by the appropriate GWP factors in the following table.
Note: Since the Second
Table E.1 GWP Factors for Greenhouse Gases
Common Name Formula Chemical Name GWP
Assessment Report (SAR) was published in 1995, the
IPCC has published updated
GWP values in its Third
Assessment Report (TAR) and Fourth Assessment
Report (AR4) that reflect new information on atmospheric lifetimes of greenhouse gases and an
Carbon dioxide
Methane
Nitrous oxide
Sulfur hexafluoride
Hydrofluorocarbons (HFCs)
HFC-23
HFC-32
HFC-41
HFC-43-10mee
HFC-125
HFC-134
HFC-134a
CO
2
CH
4
N
2
O
SF
6
CHF
3
CH
2
F
2
CH
3
F
C
5
H
2
F
10
C
2
HF
5
C
2
H
2
F
4
C
2
H
2
F
4 trifluoromethane difluoromethane fluoromethane
1,1,1,2,3,4,4,5,5,5- decafluoropentane pentafluoroethane
1,1,2,2-tetrafluoroethane
1,1,1,2-tetrafluoroethane
1
21
310
23,900
11,700
650
150
1,300
2,800
1,000
1,300 improved calculation of the radiative forcing of CO
2
.
However, GWP values from the SAR are still used by international convention to maintain consistency in
GHG reporting, including by the United States when
HFC-143
HFC-143a
HFC-152
HFC-152a
HFC-161
HFC-227ea
HFC-236cb
C
2
H
3
F
C
2
H
3
F
C
2
C
2
H
4
H
5
F
F
2
C
3
H
2
F
3
3
C
2
H
4
F
2
C
3
HF
7
6
1,1,2-trifluoroethane
1,1,1-trifluoroethane
1,2-difluoroethane
1,1-difluoroethane fluoroethane
1,1,1,2,3,3,3- heptafluoropropane
300
3,800
43*
140
12*
2,900
1,1,1,2,2,3-hexafluoropropane 1,300* reporting under the United
Nations Framework
Convention on Climate
Change. TAR GWP values are often used for gases that were not reported in the SAR.
If more recent GWP values
HFC-236ea
HFC-236fa
HFC-245ca
HFC-245fa
HFC-365mfc
Perfluorocarbons (PFCs)
Perfluoromethane
Perfluoroethane
C
3
H
2
F
6
C
3
H
2
F
C
3
H
3
F
C
4
H
5
F
CF
4
C
2
F
6
6
5
C
3
H
3
F
5
5
1,1,1,2,3,3-hexafluoropropane 1,200*
1,1,1,3,3,3-hexafluoropropane 6,300
1,1,2,2,3-pentafluoropropane
1,1,1,3,3-pentafluoropropane
1,1,1,3,3-pentafluorobutane tetrafluoromethane hexafluoroethane
560
950*
890*
6,500
9,200 are adopted as standard practice by the international community, the Protocol will likewise update its GWP requirements to reflect international practices.
Perfluoropropane
Perfluorobutane
Perfluorocyclobutane
Perfluoropentane
Perfluorohexane
C
3
F
8
C
4
F
10 c-C
4
F
8
C
5
F
12
C
6
F
14 octafluoropropane decafluorobutane octafluorocyclobutane dodecafluoropentane tetradecafluorohexane
7,000
7,000
8,700
7,500
7,400
Source: Intergovernmental Panel on Climate Change (IPCC) Second Assessment Report published in 1995, unless no value was assigned in the document. In that case, the GWP values are from the IPCC Third Assessment Report published in 2001 (those marked with *).
GWP values are from the Second Assessment Report (unless otherwise noted) to be consistent with international practices. Values are 100-year GWP values.
Appendix E Global Warming Potentials 198
Local Government Operations Protocol May 2010
Appendix F Standard Conversion Factors
Mass
1 pound (lb) =
1 kilogram (kg) =
1 short ton (ton) =
1 metric ton (tonne) =
Volume
1 cubic foot (ft 3 ) =
1 cubic foot (ft 3 ) =
1 US gallon (gal) =
1 barrel (bbl) =
1 liter (L) =
1 cubic meter (m 3 ) =
453.6 grams (g)
1,000 grams (g)
2,000 pounds (lb)
2,204.62 pounds (lb)
7.4805 US gallons (gal)
28.32 liters (L)
0.0238 barrels (bbl)
42 US gallons (gal)
0.001 cubic meters (m 3 )
6.2897 barrels (bbl)
Energy
1 kilowatt hour (kWh) =
1 megajoule (MJ) =
3,412 Btu (Btu)
0.001 gigajoules (GJ)
1 gigajoule (GJ) = 0.9478 million Btu (MMBtu)
1 British thermal unit (Btu) = 1,055 joules (J)
1 million Btu (MMBtu) =
1 therm =
1.055 gigajoules (GJ)
100,000 Btu
Other kilo = mega = giga = tera = peta =
1,000
1,000,000
1,000,000,000
1,000,000,000,000
1,000,000,000,000,000
0.4536 kilograms (kg)
2.2046 pounds (lb)
907.18 kilograms (kg)
1,000 kilograms (kg)
0.0004536 metric tons (tonnes)
0.001 metric tons (tonnes)
0.9072 metric tons (tonnes)
1.1023 short tons (tons)
0.1781 barrels (bbl)
0.02832 cubic meters (m 3 )
3.785 liters (L)
158.99 liters (L)
0.003785 cubic meters (m 3 )
0.1589 cubic meters (m 3 )
0.2642 US gallons (gal) 0.0063 barrels (bbl)
264.17 US gallons (gal) 1,000 liters (L)
3,600 kilojoules (KJ)
277.8 kilowatt hours (kWh)
1.055 kilojoules (KJ)
293 kilowatt hours (kWh)
0.1055 gigajoules (GJ) 29.3 kilowatt hours (kWh)
1 mile =
1 metric ton carbon (C) =
1.609 kilometers
44
/
12
metric tons CO
2
Example Calculation: Convert 1,000 lb C/kWh into metric tons CO
2
/GJ
1,000 lb C × 277.8 kWh × 0.0004536 metric tons × 44/12 CO
2
= 462.04 metric tons CO
2
kWh GJ lb C GJ
Appendix F Standard Conversion Factors 200
Local Government Operations Protocol May 2010
Table G.11. Default CO
2
Emission Factors for Transport Fuels
Fuel Type
Fuels Measured in Gallons
Gasoline
Diesel Fuel (Distillate No. 2)
Aviation Gasoline
Jet Fuel (Jet A or A-1)
Kerosene
Residual Fuel Oil (#5,6)
Crude Oil*
Biodiesel (B100)*
Ethanol (E100)*
Carbon
Content
Heat Content kg C / MMBtu MMBtu / barrel
19.15
20.17
18.89
19.33
20.51
21.49
20.32
20.14
18.67
5.25
5.80
5.04
5.67
5.67
6.29
5.38
5.38
3.53
1
1
1
1
1
1
1
1
1
Fraction
Oxidized
CO
2
Emission
Factor
(Per Unit Volume) kg CO2 / gallon
8.78
10.21
8.31
9.57
10.15
11.80
10.28
9.45
5.75
Liquefied Natural Gas (LNG)*
Liquefied Petroleum Gas (LPG)*
Propane
Ethane
Isobutane
n-Butane
Fuels Measured in Standard Cubic Feet
NA
17.18
16.76
17.08
17.70
17.77 kg C / MMBtu
NA
3.86
3.82
4.03
4.16
4.24
Btu / Standard cubic foot
1
1
1
1
1
1
4.46
5.79
5.59
6.01
6.30
6.58 kg CO2 /
Standard cubic foot
0.054 Compressed Natural Gas (CNG) 14.47 1,028 1
Source: U.S. EPA, Inventory of Greenhouse Gas Emissions and Sinks: 1990-2007 (2009), Annex Table A-34, A-39, A-42.
Except those marked * EPA Climate Leaders, Mobile Combustion Guidance, Table B-3, B-4, B-5, B-6, B-7(2008) and ** from California Climate Action Registry General Reporting Protocol Version 2.2, 2007, Table C.3. A fraction oxidized value of 1.00 is from the IPCC, Guidelines for National Greenhouse Gas Inventories (2006).
Note: Default CO
2
emission factors are calculated using Equation 12d: Heat Content × Carbon Content × Fraction Oxidized
× 44/12 × Conversion Factor. Heat content factors are based on higher heating values (HHV).). NA = data not available.
Appendix G Default Emission Factors 215
Local Government Operations Protocol May 2010
Table G.12 Default CH
4
and N
2
O Emission Factors for Highway Vehicles by Model Year
Vehicle Type and Year
N
2
O
(g/mi)
CH
4
(g/mi)
Gasoline Passenger Cars
Model Years 1984-1993 0.0647 0.0704
Vehicle Type and Year
N
2
O
(g/mi)
Diesel Passenger Cars
Model Year 1994 0.0560 0.0531
Model Year 1995
Model Year 1996
0.0473
0.0426
0.0358
0.0272
Model Years 1960-1982
Model Years 1983-1985
0.0012
0.0010
Model Year 1997
Model Year 1998
Model Year 1999
0.0422
0.0393
0.0337
0.0268
0.0249
0.0216
Model Years 1996-2007
Diesel Light Duty Trucks
Model Years 1960-1982
0.0010
0.0017
Model Year 2000
Model Year 2001
Model Year 2002
0.0273
0.0158
0.0153
0.0178
0.0110
0.0107
Model Years 1983-1995
Model Years 1996-2007
0.0014
0.0015
Model Year 2003
Model Year 2004
Model Year 2005
0.0135
0.0083
0.0079
0.0114
0.0145
0.0147
Diesel Heavy-Duty Vehicles
Model Year 2006
Model Year 2007
Model Year 2008
Model Year 1995
Model Year 1996
Model Year 1997
Model Year 1998
Model Year 1999
Model Year 2000
Model Year 2001
Model Year 2002
Model Year 2003
Model Year 2004
Model Year 2005
Model Year 2006
Model Year 2007
Model Year 2008
Gasoline Heavy-Duty Vehicles
Model Years 1985-1986
Model Year 1987
Model Years 1988-1989
Model Years 1990-1995
Model Year 1996
Model Year 1997
Model Year 1998
Model Year 1999
Model Year 2000
Model Year 2001
Model Year 2002
Model Year 2003
Model Year 2004
Model Year 2005
Model Year 2006
Model Year 2007
Model Year 2008
0.0057
0.0041
0.0038
0.0161
0.0170
0.0172
Gasoline Light Trucks (Vans, Pickup Trucks, SUVs )
Model Years 1987-1993
Model Year 1994
0.1035
0.0982
0.0813
0.0646
0.0908
0.0871
0.0871
0.0728
0.0564
0.0621
0.0164
0.0228
0.0114
0.0132
0.0101
0.0089
0.0079
0.0066
0.0515
0.0849
0.0933
0.1142
0.1680
0.1726
0.1693
0.1435
0.1092
0.1235
0.1307
0.1240
0.0285
0.0177
0.0175
0.0173
0.0171
0.0517
0.0452
0.0452
0.0391
0.0321
0.0346
0.0151
0.0178
0.0155
0.0152
0.0157
0.0159
0.0161
0.0163
0.4090
0.3675
0.3492
0.3246
0.1278
0.0924
0.0641
0.0578
0.0493
0.0528
0.0546
0.0533
0.0341
0.0326
0.0326
0.0327
0.0327
CH
4
(g/mi)
0.0006
0.0005
0.0005
0.0011
0.0009
0.0010
All Model Years 0.0048
Source: Based on U.S. EPA, Inventory of U.S.
0.0051
Greenhouse Gas Emissions and Sinks: 1990-2008
(2010).
Appendix G Default Emission Factors 216
Local Government Operations Protocol
Table G.13 Default CH
4
and N
2
O Emission Factors for Alternative Fuel Vehicles
Vehicle Type* N
2
O CH
4
(g/mi) (g/mi)
Light Duty Vehicles
Methanol
CNG
LPG
Ethanol
Biodiesel (BD20)
Heavy Duty Vehicles
Methanol
CNG
LNG
LPG
Ethanol
Biodiesel (BD20)
Buses
Methanol
CNG
Ethanol
Biodiesel (BD20)
0.175
0.175
0.175
0.175
0.175
0.005
0.067
0.050
0.067
0.067
0.001
0.175
0.175
0.175
0.005
0.066
1.966
1.966
0.066
0.197
0.005
0.018
0.737
0.037
0.055
0.001
0.066
1.966
0.197
0.005
Source: U.S. EPA, Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2007
(2009), Annex 3.2, Table A-91.
May 2010
Appendix G Default Emission Factors 217
Local Government Operations Protocol May 2010
Table G.14 Default CH
4
and N
Vehicle Type / Fuel Type
2
O Emission Factors for Non-Highway Vehicles
N
2
O
(g / gallon fuel)
Ships and Boats
CH
4
(g / gallon fuel)
Residual Fuel Oil
Diesel Fuel
0.30
0.26
Locomotives
Diesel Fuel
Agricultural Equipment
Diesel Fuel
Construction
Diesel Fuel
Other Non-Highway
Snowmobiles (Gasoline)
0.26
0.26
0.26
0.22
0.86
0.74
0.80
1.44
0.58
0.50
Other Large Utility (Gasoline)
Other Large Utility (Diesel)
Aircraft
0.22
0.26
Jet Fuel
Aviation Gasoline
0.31
0.11
Source: U.S. EPA Climate Leaders, Mobile Combustion Guidance (2008) based on U.S. EPA Inventory of U.S.
Greenhouse Gas Emissions and Sinks: 1990-2005
(2007), Annex 3.2, Table A-101.
0.50
0.58
0.27
7.04
Appendix G Default Emission Factors 218
Local Government Operations Protocol May 2010
Table G.15 Alternate Methodology CH
4
Inventory Year
and N
2
O Emission Factors for Highway Vehicles by
Vehicle Type and Year
N
2
O
(g/mi)
CH
4
(g/mi)
Vehicle Type and Year
N
2
O
(g/mi)
Gasoline Passenger Cars
Inventory Year 1999 0.05372 0.05035
Diesel Passenger Cars
Inventory Year 1999 0.001
CH
4
(g/mi)
0.0005
Inventory Year 2001
Inventory Year 2002
Inventory Year 2003
0.04711
0.04364
0.04011
0.04248
0.03886
0.03542
Inventory Year 2005 0.03413 0.02990
Inventory Year 2006 0.02940 0.02780
Gasoline Light Trucks (Vans, Pickup Trucks, SUVs )
Inventory Year 2000
Inventory Year 2001
Inventory Year 2002
0.001
0.001
0.001
0.0005
0.0005
0.0005
Inventory Year 2003
Inventory Year 2004
Inventory Year 2005
0.001
0.001
0.001
Inventory Year 2006 0.001
Diesel Light Trucks (Vans, Pickup Trucks, SUVs )
0.0005
0.0005
0.0005
0.0005
Inventory Year 2000 0.00145 0.00095
Inventory Year 2000 0.08665 0.05701
Inventory Year 2002 0.00147 0.00097
Inventory Year 2002 .07095 0.04700
Inventory Year 2004 0.00148 0.00098
Inventory Year 2004 0.05593 0.03811
Gasoline Heavy-Duty Vehicles
Inventory Year 1999 0.12126 0.26243
Inventory Year 2006
Diesel Heavy-Duty Vehicles
Inventory Year 1999
0.00149
0.0048
0.00099
0.0051
Inventory Year 2001 0.12546 0.21149
Inventory Year 2001 0.0048 0.0051
Inventory Year 2003
Inventory Year 2004
Inventory Year 2005
0.12685
0.11780
0.10984
0.17253
0.15537
0.13826
Inventory Year 2003 0.0048
Inventory Year 2004 0.0048
Inventory Year 2005 0.0048
0.0051
0.0051
0.0051
Inventory Year 2006 0.10310 0.12351
Sources: Derived from US EPA Climate Leaders, Mobile Emissions Guidance (May 2008), US EPA
Inventory of U.S.
Greenhouse Gas Emissions and Sinks: 1990 – 2004 (April 2006) and US EPA Inventory of U.S. Greenhouse Gas
Emissions and Sinks: 1990 – 2006
(April 2008).
Appendix G Default Emission Factors 219
Local Government Operations Protocol May 2010
Glossary of Terms
Activity data
Annual
Anthropogenic emissions GHG emissions that are a direct result of human activities or are the result of natural processes that have been affected by human activities.
Barrel Commonly used to measure quantities of various petroleum products, a
Base year volumetric measure for liquids equal to 42 U.S. gallons at 60 degrees
Fahrenheit.
A specific year against which an entity’s emissions are tracked over time.
Base year emissions
Biofuel
Data on the magnitude of a human activity resulting in emissions taking place during a given period of time. Data on energy use, fuel used, miles traveled, input material flow, and product output are all examples of activity data that might be used to compute GHG emissions.
A frequency of once a year; unless otherwise noted, annual events such as reporting requirements will be based on the calendar year.
GHG emissions in the base year.
Fuel made from biomass, including wood and wood waste, sulphite lyes
(black liquor), vegetal waste (straw, hay, grass, leaves, roots, bark, crops), animal materials/waste (fish and food meal, manure, sewage sludge, fat, oil and tallow), turpentine, charcoal, landfill gas, sludge gas, and other biogas, bioethanol, biomethanol, bioETBE, bioMTBE, biodiesel, biodimethylether, fischer tropsch, bio oil, and all other liquid biofuels which are added to, blended with, or used straight as transportation diesel fuel.
Biogenic emissions from combustion
CO
2
emissions produced from combusting a variety of biofuels and biomass, such as biodiesel, ethanol, wood, wood waste and landfill gas. organic organisms, including products, byproducts, residues and waste from agriculture, forestry and related industries as well as the non-fossilized and biodegradable organic fractions of industrial and municipal wastes, including gases and liquids recovered from the decomposition of non-fossilized and biodegradable organic material.
Boundaries
British thermal unit
(Btu)
Butane
GHG accounting and reporting boundaries can have several dimensions, i.e., organizational, operational and geographic. These boundaries determine which emissions are accounted for and reported by the entity.
The quantity of heat required to raise the temperature of one pound of water by one degree Fahrenheit at about 39.2 degrees Fahrenheit.
A normally gaseous straight-chain or branch chain hydrocarbon extracted from natural gas or refinery fuel gas streams and is represented by the chemical formula C
4
H
10
. Butane includes normal butane and refinery-grade butane.
Glossary of Terms 146
Local Government Operations Protocol May 2010
Calendar year
Capital lease
Carbon dioxide
(CO
2
)
Carbon stock
CO
(CO
2
2
equivalent e)
Co-generation
Datum
De minimis
Direct emissions
Direct monitoring
The time period from January 1 through December 31.
A lease which transfers substantially all the risks and rewards of ownership to the lessee and is accounted for as an asset on the balance sheet of the lessee. Also known as a finance lease or financial lease. Leases other than capital or finance leases are operating leases. Consult an accountant for further detail as definitions of lease types differ between various accepted financial standards.
The most common of the six primary GHGs, consisting of a single carbon atom and two oxygen atoms, and providing the reference point for the GWP
is equal to 1.) of other gases. (Thus, the GWP of CO
2
The carbon embodied in a biological system, such as oceans, trees and the atmosphere. A carbon stock that is taking up carbon is called a “sink” and one that is releasing carbon is called a “source”.
The universal unit for comparing emissions of different GHGs expressed in terms of the GWP of one unit of carbon dioxide.
An energy conversion process in which more than one useful product (e.g., electricity and heat or steam) is generated from the same energy input stream. Also referred to as combined heat and power (CHP).
Same as co-generation. Combined heat and power
(CHP)
Continuous emissions monitoring system
(CEMS)
Control approach
The total equipment required to obtain a continuous measurement of a gas concentration or emission rate from combustion or industrial processes.
An emissions accounting approach for defining organizational boundaries in which an entity reports 100 percent of the GHG emissions from operations under its financial or operational control.
A reference or starting point.
Per the California Climate Action Registry’s program-specific requirements, emissions reported for a source or sources that are estimated using alternate methodologies that does not meet CCAR’s third-party verification requirements. De minimis emissions can be from one or more sources, for one or more gases which, when summed, equal less than 5% of an organization’s total emissions.
Emissions from sources within the reporting entity’s organizational boundaries that are owned or controlled by the reporting entity, including stationary combustion emissions, mobile combustion emissions, process emissions, and fugitive emissions. All direct emissions are Scope 1
emissions from biomass emissions, with the exception of biogenic CO
2 combustion.
Direct monitoring of exhaust stream contents in the form of continuous emissions monitoring (CEM) or periodic sampling.
Glossary of Terms 147
Local Government Operations Protocol May 2010
Double counting
Emission factor
Entity
Ethane
Facility
Finance lease
Financial control
Fixed asset investment
Fossil fuel
Fugitive emissions
Global warming potential
(GWP)
Greenhouse gases
(GHGs)
Two or more reporting entities taking ownership of the same emissions or reductions.
A unique value for determining an amount of a GHG emitted on a per unit activity basis (for example, metric tons of CO
2
emitted per million Btus of
emitted per kWh of electricity coal combusted, or metric tons of CO
2 consumed).
Any business, corporation, institution, organization, government agency, etc., recognized under U.S. law and comprised of all the facilities and emission sources delimited by the organizational boundary developed by the entity, taken in their entirety.
A normally gaseous straight-chained hydrocarbon that boils at a temperature of -127.48 degrees Fahrenheit with a chemical formula of
C
2
H
6
.
Any property, plant, building, structure, stationary source, stationary equipment or grouping of stationary equipment or stationary sources located on one or more contiguous or adjacent properties, in actual physical contact or separated solely by a public roadway or other public right-of way, and under common operational or financial control, that emits or may emit any greenhouse gas.
Same as capital lease.
The ability to direct the financial and operating policies of an operation with an interest in gaining economic benefits from its activities.
Equipment, land, stocks, property, incorporated and non-incorporated joint ventures, and partnerships over which an entity has neither significant influence nor control.
A fuel, such as coal, oil, and natural gas, produced by the decomposition of ancient (fossilized) plants and animals.
Emissions that are not physically controlled but result from the intentional or unintentional release of GHGs. They commonly arise from the production, processing, transmission, storage and use of fuels or other substances, often through joints, seals, packing, gaskets, etc. Examples include HFCs from refrigeration leaks, SF and CH
4
from solid waste landfills.
6
from electrical power distributors,
The ratio of radiative forcing (degree of warming to the atmosphere) that would result from the emission of one mass-based unit of a given GHG compared to one equivalent unit of carbon dioxide (CO
2 period of time.
) over a given
For the purposes of this Protocol, GHGs are the six gases identified in the
Kyoto Protocol: carbon dioxide (CO hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF
6
).
2
), nitrous oxide (N
2
O), methane (CH
4
),
Glossary of Terms 148
Local Government Operations Protocol May 2010
Greenhouse gas credit
Greenhouse gas offset
Greenhouse gas sink
Greenhouse gas source
Green power
Heating value
Higher heating value
(HHV)
Hydrofluorocarbons
(HFCs)
Indirect emissions
Intergovernmental Panel on Climate Change
(IPCC)
Inventory
Inventory boundary
Joule
GHG offsets can be converted into GHG credits when used to meet an externally imposed target. A GHG credit is a convertible and transferable instrument usually bestowed by a GHG program.
Offsets are discrete GHG reductions used to compensate for (i.e., offset)
GHG emissions elsewhere, for example to meet a voluntary or mandatory
GHG target or cap. Offsets are calculated relative to a baseline that represents a hypothetical scenario for what emissions would have been in the absence of the mitigation project that generates the offsets.
Any physical unit or process that stores GHGs; usually refers to forests and underground/deep sea reservoirs of CO
2
.
Any physical unit or process which releases GHG into the atmosphere.
A generic term for renewable energy sources and specific clean energy technologies that emit fewer GHG emissions relative to other sources of energy that supply the electric grid. Includes solar photovoltaic panels, solar thermal energy, geothermal energy, landfill gas, low-impact hydropower, and wind turbines.
The amount of energy released when a fuel is burned completely. Care must be taken not to confuse higher heating values (HHVs), used in the US and Canada, and lower heating values, used in all other countries.
The high or gross heat content of the fuel with the heat of vaporization included. The water vapor is assumed to be in a liquid state.
One of the six primary GHGs, a group of manmade chemicals with various commercial uses (e.g., refrigerants) composed of one or two carbon atoms and varying numbers of hydrogen and fluorine atoms. Most HFCs are highly potent GHGs with 100-year GWPs in the thousands.
Emissions that are a consequence of activities that take place within the organizational boundaries of the reporting entity, but that occur at sources owned or controlled by another entity. For example, emissions of electricity used by a manufacturing entity that occur at a power plant represent the manufacturer’s indirect emissions.
International body of climate change scientists. The role of the IPCC is to assess the scientific, technical and socio-economic information relevant to the understanding of the risk of human-induced climate change
(www.ipcc.ch).
A comprehensive, quantified list of an organization’s GHG emissions and sources.
An imaginary line that encompasses the direct and indirect emissions included in the inventory. It results from the chosen organizational and operational boundaries.
A measure of energy, representing the energy needed to push with a force of one Newton for one meter.
Glossary of Terms 149
Local Government Operations Protocol May 2010
Kerosene
Kilowatt hour
(KWh)
Kyoto Protocol
Life Cycle Analysis
Liquefied petroleum gas
(LPG)
Lower heating value
(LHV)
Methane
(CH
4
)
Metric ton
(MT, tonne)
Mobile combustion
Nameplate (generating) capacity
Naphtha
Natural gas
A light distillate fuel that includes No. 1-K and No. 2-K as well as other grades of range or stove oil that have properties similar to those of No. 1 fuel oil.
The electrical energy unit of measure equal to one thousand watts of power supplied to, or taken from, an electric circuit steadily for one hour. (A Watt is the unit of electrical power equal to one ampere under a pressure of one volt, or 1/746 horsepower.)
A protocol to the United Nations Framework Convention on Climate Change
(UNFCCC). Ratified in 2005, it requires countries listed in its Annex B
(developed nations) to meet reduction targets of GHG emissions relative to their 1990 levels during the period of 2008–12.
Assessment of the sum of a product’s effects (e.g. GHG emissions) at each step in its life cycle, including resource extraction, production, use and waste disposal.
A group of hydrocarbon-based gases derived from crude oil refining or natural gas fractionation. They include propane, propylene, normal butane, butane, butylene, isobutene A-14 and isobutylene. For convenience of transportation, these gases are liquefied through pressurization.
Low or net heat content with the heat of vaporization excluded. The water is assumed to be in the gaseous state.
One of the six primary GHGs, consisting of a single carbon atom and four hydrogen atoms, possessing a GWP of 21, and produced through the anaerobic decomposition of waste in landfills, animal digestion, decomposition of animal wastes, production and distribution of natural gas and petroleum, coal production, and incomplete fossil fuel combustion.
Common international measurement for the quantity of GHG emissions, equivalent to about 2,204.6 pounds or 1.1 short tons.
Emissions from the combustion of fuels in transportation sources (e.g., cars, trucks, buses, trains, airplanes, and marine vessels) and emissions from non-road equipment such as equipment used in construction, agriculture, and forestry. A piece of equipment that cannot move under its own power but that is transported from site to site (e.g., an emergency generator) is a stationary, not a mobile, combustion source.
The maximum rated output of a generator under specific conditions designated by the manufacturer, expressed in megawatts (MW) or kilowatts
(kW).
A generic term applied to a petroleum fraction with an approximate boiling range between 122 degrees Fahrenheit and 400 degrees Fahrenheit.
A naturally occurring mixture of hydrocarbons (e.g., methane, ethane, or propane) produced in geological formations beneath the earth's surface that maintains a gaseous state at standard atmospheric temperature and pressure under ordinary conditions.
Glossary of Terms 150
Local Government Operations Protocol May 2010
Nitrous oxide
(N
2
O)
Operating lease
Operational boundaries
One of the six primary GHGs, consisting of two nitrogen atoms and a single oxygen atom, possessing a GWP of 310, and typically generated as a result of soil cultivation practices, particularly the use of commercial and organic fertilizers, fossil fuel combustion, nitric acid production, and biomass burning.
A lease which does not transfer the risks and rewards of ownership to the lessee and is not recorded as an asset in the balance sheet of the lessee.
Leases other than operating leases are capital, finance, or financial leases.
Consult an accountant for further detail as definitions of lease types differ between various accepted financial standards.
The boundaries that determine the direct and indirect emissions associated with operations within the entity’s organizational boundaries.
Operational control
Operator
Full authority to introduce and implement operating policies at an operation.
The entity having operational control of a facility or other entity.
Organizational boundaries The boundaries that determine the operations owned or controlled by the
Perfluorocarbons reporting entity, depending on the consolidation approach taken.
One of the six primary GHGs, A group of man-made chemicals composed of
(PFCs)
Process emissions
Propane
Residual fuel oil
Scope
Scope 1 emissions
Scope 2 emissions
Scope 3 emissions one or two carbon atoms and four to six fluorine atoms, containing no chlorine. Originally introduced as alternatives to ozone depleting substances, PFCs have few commercial uses and are typically emitted as by-products of industrial and manufacturing processes. PFCs have very high
GWPs and are very long-lived in the atmosphere.
Emissions from physical or chemical processing rather than from fuel combustion. Examples include emissions from manufacturing cement, aluminum, adipic acid, ammonia, etc.
A normally straight chain hydrocarbon that boils at -43.67 degrees
Fahrenheit and is represented by the chemical formula C
3
H
8
.
A general classification for the heavier oils, known as No. 5 and No. 6 fuel oils, that remain after the distillate fuel oils and lighter hydrocarbons are distilled away in refinery operations.
Defines the operational boundaries in relation to indirect and direct GHG emissions.
All direct GHG emissions, with the exception of direct CO
2
emissions from biogenic sources.
Indirect GHG emissions associated with the consumption of purchased or acquired electricity, heating, cooling, or steam.
All indirect emissions not covered in Scope 2. Examples include upstream and downstream emissions, emissions resulting from the extraction and production of purchased materials and fuels, transport-related activities in vehicles not owned or controlled by the reporting entity, use of sold
Glossary of Terms 151
Local Government Operations Protocol May 2010
Short ton
(ton)
Standard centralized secondary wastewater treatment plant
Standard cubic foot
(scf)
Stationary
Stationary combustion
Still gas
Sulfur hexafluoride
(SF
6
)
Therm
United Nations Framework
Convention on Climate
Change
(UNFCCC)
Verification products and services, outsourced activities, recycling of used products, waste disposal, etc.
Common measurement for a ton in the U.S. and equivalent to 2,000 pounds or about 0.907 metric tons.
A central wastewater treatment plant with secondary and possibly additional treatment, where the secondary treatment process utilizes air as its source of oxygen.
The amount of gas that would occupy a volume of one cubic foot if free of combined water at standard conditions.
Neither portable nor self propelled, and operated at a single facility.
Emissions from the combustion of fuels to produce electricity, steam, heat, or power using equipment (boilers, furnaces, etc.) in a fixed location.
Gas generated at a petroleum refinery or any gas generated by a refinery process unit, and that is combusted separately or in any combination with any type of gas or used as a chemical feedstock.
One of the six primary GHGs, consisting of a single sulfur atom and six fluoride atoms, possessing a very high GWP of 23,900, and primarily used in electrical transmission and distribution systems.
A measure of one hundred thousand (10 5 ) Btu.
Signed in 1992 at the Rio Earth Summit, the UNFCCC is a milestone
Convention on Climate Change protocol to the UNFCCC. treaty that provides an overall framework for international efforts to mitigate climate change. The Kyoto Protocol is a
An independent assessment of the reliability (considering completeness and accuracy) of a GHG inventory. For the purposes of this Protocol, the method used to ensure that a given participant’s GHG emissions inventory has met a minimum quality standard and complied with an appropriate set of
California Registry- or California Air Resource Board-approved procedures and protocols for submitting emissions inventory information.
Glossary of Terms 152
