THE FIRST 5 YEARS AND BEYOND A LOOK AT THE USE OF PROPANE BUSES NOW AND IN TO THE FUTURE

1. THE FIRST 5 YEARS AND BEYOND A LOOK AT THE USE OF PROPANE BUSES NOW AND IN TO THE FUTURE PRESENTED BY: GEORGE C. MILLAR DIRECTOR OF TRANSPORTATION INDIAN RIVER COUNTY SCHOOL DISTRICT AND FAPT REGION I DIRECTOR

2. AGENDA • Welcome • Opening Remarks • Overview of Project • The First 5 Years • The Future • Questions

3. THE INITIAL PURCHASE • In 2008 We decided to take a look at Propane buses. • We did extensive research and presented our findings for a pilot program. • It was suggested we pilot 3 buses to provide a through test on various types of routes. • Decided to look at 3 types of Routes to measure efficiency. • Bus 1 - Long Distance Route to neighboring County • Few stops • Bus 2 - Inter-city run / Congested traffic • Frequent stops • Bus 3 - A1A Corridor / Long Run • Moderate to Frequent stops

4. We placed in service three Bluebird Vision School Buses on August 31, 2009. 1. The first impression was that the bus appearance is identical to a Diesel powered school bus with the exception of some small decals showing the bus is a Propane bus and directions for the emergency shutoff valve.

5. 2. The bus is significantly quieter than a diesel bus on both the interior and the exterior. 3. The acceleration for the LP buses is more aggressive and some engine components are more accessible than the engine components on the diesel engines. 4. Spark plugs need to be changed at approximately every 50,000 miles. 5. We did not receive the fuel economy that we expected, however, even with the reduced fuel economy our cost per mile was less than that of a diesel fueled bus. 6. Due to the fuel economy we had to fuel our LP buses daily. 7. Based on our findings and cost savings, we decided to purchase 11 more LP buses. We purchased 10, 71- passenger conventional LP fueled buses and at a later date purchased 1 , 65 passenger Special Needs Lift LP fueled school bus bringing the LP fleet size to 14 buses. =

6. FUELING • Initially we used Bobtail service on the first three LP buses we purchased. • After purchasing the 11 additional LP buses we installed a fuel dispenser with two , 1000 gallon tanks, providing greater savings on the cost of fuel. • Our first dispenser resembled those used to fill BBQ tanks. It was noisy and not completely reliable. • Our newest dispenser is very similar to a gas pump and fuel monitor. • It is much more reliable, has a faster fill rate and is much quieter.

9. Findings with our LP buses: • 1. The fuel economy was approximately the same as the other LP fueled buses. Although this is a serious concern the District is saving even greater amounts in fuel due to the price reduction from bobtailing to dispensing the fuel by staff and the subsequent rebates from the Federal Government. We are receiving 3.55 mpg on average. • 2. The District had a phenomenal response from Bluebird, Roush and FTS in analyzing our fuel economy. They piloted a change in the rear differential gearing on two buses which helped to alter shift points in the transmission. They placed electronic monitors on four of the buses to get an internal look at what was occurring with each bus. • a. They discovered that some drivers were treating the bus in the same manner that you would treat a diesel powered bus. • b. They then spoke with our LP drivers showing them a graphical analysis of their driving practices and the amount of idling of the buses, which is non-productive miles. • c. This is recent data and we are in the process of working with our drivers to alter their driving habits. With the implementation of the new driving habits we have seen a positive change in the associated fuel economy. • 3. Engines on the first three buses purchased have needed plug changes at 50,000 miles. • Oil changes of 7.5 quarts every 5000 miles.

10. MECHANICAL ISSUES There have been very few mechanical issues that have been associated with the LP engines or drive trains. 1. A (GM) LP engine had an issue with a wiring harness and a fuse block causing the engine to shut down. This was corrected under warrantee by replacing the harness and fuse block located in the engine compartment on the firewall. 2. Our GM LP buses had a slow fill process due to a multivalve assembly in the fuel tank. Staff modified a brass fitting by increasing the size of the opening which increased the rate that the tanks accept the fuel. The increased fuel rate was about 25% to about 6 to 7 gallons per minute. The Roush tanks do not have the same multivalve assembly. The Roush tanks accept fuel at a rate of 11 to 12 gallons per minute. 3. A GM LP bus had an issue with a fuel pump. This was corrected quickly under warrantee. 4. There was a problem with a brake switch and an idler pulley to the air compressor. The vendor has been excellent in their support of taking care of this issue.

11. COST STUDIES • 1. Due to the concerns regarding fuel economy regarding Compressed Natural Gas (CNG) vehicles we did a cost analysis. We charted cost associated with Diesel, • Liquid Propane and Compressed natural Gas. • 2. Not only did we chart the cost of fuel but included items such as routine maintenance associated with the Engine, DEF for diesel fueled vehicles, infrastructure associated with LP and CNG such as dispensers and • necessary shop modifications for the alternative fuels and up-charges due to alternative fuel engine modifications. • a. Since we did not have CNG vehicles or 2010 EPA compliant Diesel buses we relied on information • obtained from other Districts within Florida who operate and maintain these vehicles. • 3. The results of our study showed that in comparison with the other fueled vehicles, our savings using LP is significantly greater than Diesel and even greater than CNG.

12. COST STUDIES (CONTINUED) 4. The concerns related to the range of the buses due to the fuel economy are slowly being alleviated because of the following: a. Bluebird increased the fuel capacity from 67 usable gallons to 97 usable gallons or an increase of approximately 45%. b. Identification of various locations to obtain fuel when out of District. c. Through collaboration and coordination with LP fuel vendors, arrange for remote location fuel deliveries on long range field trips. d. Additional operator training on how to accelerate and operate a LP fueled school bus to maximize fuel efficiency. e. Additionally if a bus does run out of fuel, a CNG bus cannot be fueled on the road side as a Diesel or LP fueled School Bus. The District would incur towing bills in addition to having to locate other accommodations to transport the students involved significantly elevating expenses. • CURRENT CONCLUSIONS • Propane buses generated tremendous cost savings in fuel and maintenance service. • Propane buses enhance the environment and exceed all APA regulation standards. • Over the life of the bus saves approximately ½ of the purchase price to the District.

13. INFRASTRUCTURE PITFALLS AND HOW • PROPANE CAN HELP • The following infrastructure pitfalls can make or break your program’s success. • When you perform true apples-to-apples comparison, propane autogas beats the competition on a regular basis. In fact, for the price of installing just one CNG station, you can install an average of 5 or more propane autogas refueling stations for the same investment. • One of the key “small things” often overlooked is refueling station electricity costs. • A benefit of propane autogas is that the infrastructure uses the same pump and motor to handle one 1000 gallon tank or six without changing the electrical or site requirements. • It is critical to verify that the infrastructure you choose will be compatible with your data management system. Today’s propane autogas technology works with modern systems and options range from a simple card reader to full-service tracking of driver and vehicle refueling habits. • Environmental Protection Agency classifies propane autogas as a non-contaminant of air, land and water resources. Propane autogas has fewer compliance requirements than conventional fuels. • A CNG maintenance facility requires additional gas detection devices and ventilation equipment sufficient to comply with applicable codes and regulations. • Propane autogas vehicles, on the other hand, require no changes to existing garages. Propane autogas vehicles can be serviced in the same garage with the same diagnostic tools as gasoline fueled vehicles.

14. HITTING A BUMP IN THE ROAD SPIKE IN PROPANE PRICES HARSH WINTER TEMPERATURES AND CONDITIONS HAVE CONTRIBUTED TO A SEVERE INCREASE IN PROPANE PRICES IN 2014

15. ON THE HORIZAN COMMUNICATION WITH PEOPLE ACROSS THE PROPANE INDUSTRY INDICATES ANTICIPATION THAT AFTER THE CURRENT EXCESSIVE DEMANDS HAVE SUBSIDED PRICES SHOULD GO BACK TO THE NORMAL LEVELS EXPERIENCED RECENTLY.

20. THE FUTURE • 1. Short Range: • a. We recently ordered twelve (12) additional LP fueled school buses. • b. Due to the increased LP fleet size we are seeking to expand our fuel capacity and obtain a 15000 to 18000 gallon tank so we can receive transport loads which will lower our fuel costs even further providing a greater savings to the District. • 1. Do not currently have the price for a larger fueling system as it is now out for bid. Individuals seeking the opportunity to service propane school buses is increasing. • c. Increase the number of dispensers by 1 or possibly 2 allowing multiple buses to fuel simultaneously. • d. Continue the fuel management system. • e. Continue to monitor and analyze driver practices increasing training where needed to ensure the most efficient use of the propane buses. • 2. Long Range: • a. Replace our North facility with all LP fueled School Buses. • b. Create a multi-dispenser fueling area for those buses. • c. Discontinue our Contracted On-Site Fuel Supplier for that facility which will save us, based on current pricing, about $2.50 per gallon of fuel dispensed. • d. Expand our LP fleet at the main facility.