# article Barry K. Shpil Chair, Federal Fleet Policy Council (FedFleet)

Photo -- Barry Shipl

Barry was born and raised in Richmond, Virginia. At the age of 14, he
began working for his grandfather pumping gas, changing oil, performing
minor vehicle maintenance and driving tow trucks in the family-owned
service station, which he did during breaks from school until 1982, when
he graduated from Virginia Tech with a BS degree in Marketing
Management.

In July 1983, after selling life insurance, mutual funds and educational
materials for a year, Barry began his Civil Service career as a GS-3
Clerk Typist with the Chesapeake Division, Naval Facilities Engineering
Command (NAVFAC), Transportation Equipment Management Center (TEMC) in
Washington, DC. In November 1983, he was accepted into the NAVFAC
Professional Development Center Intern program at the Atlantic Division
TEMC in Norfolk, VA, where he eventually became a Transportation
Specialist and worked for the next eight years performing assistance
visits at various facilities in the United States, Central America, the
Caribbean, Iceland, Argentia, western Europe and the Mediterranean.
While in Norfolk, Barry participated in a number of
transportation-related special studies and IG inspections, and was an
instructor in the TEMC-sponsored Transportation Management Training
program in Pensacola, FL. While continuing to work full-time, Barry
earned an MBA in Management from Golden Gate University in March of
1991.

From August 1991 to June 2000, Barry was the Public Works Transportation
Director at Naval Weapons Station Earle in Colts Neck, NJ, where his
division was primarily responsible for the movement and loading of
ordnance and stores onto homeported ships.

At the peak of his tenure, he was responsible for the management of over
1600 units of equipment and the supervision of more than 150 employees
who managed, inspected, maintained or operated automotive, heavy truck
and construction equipment, forklifts, mobile and stationary cranes and
railroad equipment. His division was also responsible for miscellaneous
base-support functions such as maintenance of ammo storage bunkers,
railroad tracks, railcar barricades, grounds, roadways and fire-breaks,
tree removal, erosion abatement, storm recovery, snow removal and
logistical support to the Corp of Engineers artificial reef program off
the coast of New Jersey.

In July 2000, Barry left Earle to work as Assistant to the Navy's Fleet
Manager at NAVFAC Headquarters in Washington, DC. In October 2001, he
successfully completed the NAVFAC Leadership Development Initiative, a
three-year program of formal study, professional mentoring and
rotational assignments. In April of 2003, he accepted the Fleet
Management Division Chief position at the U.S. Department of State in
Washington, DC where he is currently employed.

Barry's hobbies include fishing, golf, coaching/refereeing youth sports,
vacationing on Virginia's Eastern Shore and spending time on the road
with his most recent mid-life crisis, a Honda Shadow motorcycle. Barry's
immediate family consists of three dogs, sons Corey and Ryan, (a rising
Junior majoring in Physics at Virginia Tech and a rising high school
senior, respectively), and his wife Susan of 25 years, who is a fellow
graduate of Virginia Tech and currently a Registered Cardiac Care Nurse
at a local hospital in Woodbridge, VA.

# CONTENTS Section

Barry K. Shpil Chair, Federal Fleet Policy Council (FedFleet) page 1

National Air Transportation Association\
Launches Hotline to Report Illegal Charter page 3

# SAFETY

Are You Following Too Closely? page 4

GSA Fleet Offers Free Online Defensive Driving Course page 5

NHTSA Policy and FAQs on Cellular Phone Use While Driving page 6

# GREEN ZONE

Retreads Offer Two Kinds of Green page 7

Reduce Fuel Expenses and Emissions With Wireless Fleet Management page 9

Plug-in Hybrid Electric Vehicle Visits GSA page 10

Military Wants to Lead U.S. Into the Green page 11

# COMMUNITY NEWS

Bulletin Board page 12

# Wheels and Wings

Director Jan Dobbs phone (202) 208-6601

Vehicle Management Policy Contacts

The Office of Governmentwide Policy, Vehicle Management Policy Program's
mission is to ensure the effective and efficient use of the Federal
Government's 640,000 motor vehicles and the expenditure of close to \$2
billion annually on fleet operations through innovative policies,
adoption of best practices, effective communication, and leading edge
technologies.

Jacquie Perry phone (202) 501-3347

Jim Vogelsinger phone (202) 501-1764

Connie Aaron phone (202) 208-7634

Ed Lawler phone (202) 501-3354

Karl Wolfe phone (202) 219-0446

Please address your questions or comments concerning Wheels & Wings to
the editor:

Jacquie Perry phone (202) 501-3347 or e-mail to Jacquie.Perry@gsa.gov.

Aviation Management Policy Contacts

The aviation management policy team, in collaboration with the
Interagency Committee for Aviation Policy (ICAP), develops
governmentwide policies for managing the acquisition, use, and disposal
of aircraft that the federal civilian agencies own or hire. In addition,
it collects, analyzes, and reports information on government aircraft,
using the Federal Aviation Interactive Reporting System (FAIRS); and
promotes best practices in federal aviation management. In cooperation
with ICAP-member agencies, the overarching goal is to foster, most
effective and efficient aviation in U.S. government agencies.

Elizabeth Allison phone (202) 219-1729

Mike Miles phone (202) 219-1356

Bob Sherouse phone (202) 208-0521

Jay Spurr phone (202) 501-1764

Please address your questions or comments concerning Wheels & Wings to
the editor:

Elizabeth Allison phone (202) 219-1729 or e-mail to
Elizabeth.Allison@gsa.gov.

Graphic Design: Tom Pearlman

GSA Office of Citizen Services and Communications

# article National Air Transportation Association Launches Hotline to Report Illegal Charter

Source: [www.nata.aero](http://www.nata.aero/)

Funded by a grant from the FAA, the National Air Transportation
Association (NATA) announced the availability of a toll-free hotline for
certificated operators to report suspected illegal commercial activity.

"Persons illegally conducting commercial flights adversely affect the
air charter industry. For years our members, licensed air charter
operators, have sought ways to involve the FAA in tracking down and
taking enforcement action against illegal operators. Now, we believe
that we have found a way," said NATA President James K. Coyne.

"By providing NATA with the funding to establish and support this
reporting program, the FAA has demonstrated its agreement that taking
action against an illegal operator is important, not only from a
fairness standpoint, but also to ensure the safety of the traveling
public," Coyne continued.

Effective immediately, any employee or agent of a Part 135 on-demand
certificate holder can call a special toll-free hotline, 888-759-3581 or
888-SKY-FLT1, to file a report of suspected illegal commercial flights,
where an aircraft operator without an FAA Part 135 certificate is
accepting compensation for transportation, in violation of both FAA and
Department of Transportation regulations.

The hotline is staffed by an independent third-party with knowledge of
the air charter industry. Reports can be filed anonymously if desired,
and all reporters will be provided with a case code for follow-up. The
FAA will be provided with details to initiate an investigation, and NATA
will regularly contact the FAA to ensure that cases are being
followed-up for appropriate action.

In addition to the ability to provide meaningful, actionable information
to the FAA, this hotline will also permit NATA to collect data that may
help quantify the scope of the illegal charter problem.

In addition to the hotline, NATA also has published a free consumer
guide to chartering aircraft as well as a leaflet describing the dangers
of illegal charters. These documents, designed to increase consumer
awareness, along with the reporting hotline create an atmosphere where
legitimate operators can thrive while forcing illegal operations to shut
down.

NATA Illegal Charter Reporting Hotline: 888-SKY-FLT1 (888-759-3581)

# SAFETY section

# article Driving Are You Following Too Closely?

By Del Lisk

Some people may think it obvious, but until now, it's not been proven.
That's why it's important to know that recent analysis reveals that
following distance and lane choice are key causes of rear end
collisions.

Rear end crashes are the second most common claim for most fleet
operators (Risk Management News, Volume 1, Issue 2), regardless of
industry. They make up 17 percent of all claims and cost over \$13,000
per claim. Just think about the size of your fleet. If, for instance,
you have 1,000 vehicles in your fleet, then that means 170 of your
vehicles will be involved in a claim. If that's the case, then it's
likely you're spending \$2.2 million in claims costs -- per year!

That's why analysts in DriveCam's Risk InfoCenter™ decided to examine
this issue in more detail. With over 7 million events, Risk InfoCenter
by DriveCam is the largest knowledgebase in the world to provide insight
into risky driving based on actual driving behavior. DriveCam
categorized the incidents it reviewed into two groups -- those in which
a subject vehicle's following distance was less than two seconds and
those for which following distance was two seconds or more. Although
recommended following distances can vary by weight and size of vehicle,
most nationally recognized driver training programs advocate a minimum
following distance of three or four seconds.

There is no greater risk of being struck from the rear when the subject
vehicle is maintaining less than two seconds than having greater than
two seconds following distance. However, the story is different when it
comes to the subject vehicle rear ending the vehicle ahead.

It's important to realize that Incidents involving the subject rear
ending the lead vehicle where the subject vehicle had less than two
seconds of following distance was almost three times as common as those
where the driver was maintaining a distance of two seconds or greater.

Which Lane is Most Dangerous?

The study also showed that a large number of rear end crashes involve a
change in speed by the lead vehicle or an interruption to the flow of
traffic in the lane. In fact, more rear end crashes happen in the
farthest right lane than other lanes when on city streets. The right
lane has pedestrians, parked cars and turning vehicles that are
constantly disturbing traffic flow. Following this same logic, the left
most lane was next most frequent since this lane can be impacted by
traffic slowing or stopping to make a left turn. The center lane had far
fewer incidents of rear end crashes. This is partially due to the fact
that more of the roads had only one or two lanes of same direction
traffic. However, it may also be due to the fact that the center lane
has fewer traffic flow disturbances.

So now that you know that following distance has the biggest impact on
avoiding rear end collisions -- and what lane is the safest -- what you
can do to avoid rear end crashes?

-   When possible, avoid the far right and left lanes, except when
    preparing to turn; drive in the center lane as much as possible
    (except where prohibited by state and local laws)

-   Maintain the proper following distance appropriate for the weight
    and size of the vehicle being driven

-   Try to maintain a steady speed to reduce sudden stops and starts;
    this will also assist with fuel efficiency

-   

About Del Lisk

Del Lisk serves as vice president of safety services for DriveCam Inc.
In this role, he is responsible for developing safety policy and
procedures and overseeing training for DriveCam\'s fleet customers. His
duties include administering the DriveCam Certification Program and
directing the DriveCam Academy. Prior to joining DriveCam, Mr. Lisk
spent 21 years with Smith System Driver Improvement Institute, a leader
in professional driver training. Most recently, he served six years as
company president. While at Smith System, Mr. Lisk developed fleet
safety programs and personally delivered training to more than 10,000
fleet drivers.

DriveCam is a global Driver Risk Management company that reduces claims
costs and saves lives by improving the way people drive. The company has
been reducing risky driving behaviors for more than 10 years. By
combining sight and sound, expert analysis and driver coaching, DriveCam
has reduced vehicle damages, workers' compensation and personal injury
costs by more than 50 percent in more than 100,000 commer-cial,
government and consumer vehicles. DriveCam has the world's largest
repository of events reflecting actual risky driving behaviors. In 2007,
Inc. magazine included DriveCam on its list of the 500 fastest-growing,
privately held companies in the U.S. for the third consecutive year.

For more information, visit www.drivecam.com.

# article GSA Fleet Offers Free Online Defensive Driving Course

GSA Fleet is committed to saving lives, on and off the job. Educating
drivers on proper driving techniques significantly impacts the way they
drive. Automobile accidents have increased at a startling rate
nationwide. GSA Fleet wants to take a more proactive approach with our
customers, so they have partnered with the National Safety Council to
provide a free defensive driving course for all GSA Fleet drivers and
GSA employees. Upon completion of course participants will receive a
water marked certificate that can potentially be used for a discount on
personal car insurance

New Students:

-   Go to www.drivethru.fss.gsa.gov.

-   Enter your GSA Fleet customer number (contact lauren.allen@gsa.gov
    for your customer number).

-   Click on the GSA Fleet Driving Course button.

-   Fill in all of the requested information on the registration page,
    including a login ID and a password of your choice, then click
    Submit (you will receive a confirmation e-mail reminding you of the
    user name and password you created).

-   On the My Place page, click on Safety.

-   On the My Course page, click on NSC Defensive Driving Course 8th
    Edition, to begin the course.

-   

Remember How to Deal with Aggressive Drivers.

Avoid the challenges or confrontations of an aggressive driver and
support law enforcement' s efforts to rid the streets and highways of
this menace.

Returning Students:

-   Go to
    [www.safetyserve.com/gsafleet](http://www.safetyserve.com/gsafleet).

Family and friends may also take the course at a discount from the
market price, go to www.safetyserve.com/gsafleet, click on family and
friends link.

Contact: Lauren Allen, (703) 605-2929.

# Article NHTSA Policy and FAQs on Cellular Phone Use While Driving 

Policy Statement

The primary responsibility of the driver is to operate a motor vehicle
safely. The task of driving requires full attention and focus. Cell
phone use can distract drivers from this task, risking harm to
themselves and others. Therefore, the safest course of action is to
refrain from using a cell phone while driving.

Frequently Asked Questions

Q. Does cell phone use while driving cause traffic crashes?

A. Research shows that driving while using a cell phone can pose a
serious cognitive distraction and degrade driver performance. The data
are insufficient to quantify crashes caused by cell phone use
specifically, but NHTSA estimates that driver distraction from all
sources contributes to 25 percent of all police-reported traffic
crashes.

Q. Is it safe to use hands-free (headset, speakerphone, or other device)
cell phones while driving?

A. The available research indicates that whether it is a hands-free or
hand-held cell phone, the cognitive distraction is significant enough to
degrade a driver's performance. This can cause a driver to miss key
visual and audio cues needed to avoid a crash.

Q. In an emergency should I use my cell phone while driving?

A. As a general rule, drivers should make every effort to move to a safe
place off of the road before using a cell phone. However, in emergency
situations a driver must use their judgment regarding the urgency of the
situation and the necessity to use a cell phone while driving.

Q. Is NHTSA conducting further research to better quantify the safety
impact of using cell phones while driving?

A. NHTSA is conducting research projects on driver cell phone use and
will continue to monitor the research of others on this subject. As we
learn more about the impact of cell phone use on driver performance and
crash risk, and as wireless technologies evolve and expand, NHTSA will
make its findings public.

Q. Is talking on a cell phone any worse than having a conversation with
someone in the car?

A. Any activity a driver engages while driving has the potential to
distract the driver from the primary task of driving. Some research
findings comparing cell phone use to passenger conversations while
driving, show each to be equally risky, while others show cell phone use
to be more risky. A significant difference between the two is the fact
that a passenger can monitor the driving situation along with the driver
and pause for, or alert the driver to, potential hazards, whereas a
person on the other end of the phone line is unaware of the roadway
situation.

Q. What do the studies say about the relative risk of cell phone use
when compared to other tasks like eating or drinking?

> A. The current research does not provide a definitive answer as to
> which behavior is riskier. In a controlled study, comparing eating and
> operating a voice-activated cell phone to continuously operating a CD
> player, it was found that the CD player operation was more distracting
> than the other activities. In a test track study conducted by NHTSA,
> the results showed that manual dialing was about as distracting as
> grooming/eating, but less distracting than reading or changing CDs. It
> is also important to keep in mind that some activities are carried out
> more frequently and for longer periods of time and may result in
> greater risk.

# GREEN ZONE section

# article Retreads Offer Two Kinds of Green

# Which Green is Best for You? Actually, You Can Have Them Both!

By Harvey Brodsky, Managing Director, Tire Retread & Repair Information
Bureau

(The following is based on recent talks given at various trucking
conferences

for both the private and public sectors)

First let's define "Green."

These days it seems like every industry is touting how "green" their
products are. By "green" they are trying to sell you on the idea that
you should buy from them because they are "environmentally friendly."

The other "green" applies to money, which in the U.S. is a popularly
applied term since bills of every denomination in the U.S. are printed
on green paper. Those from other countries need to know this so they
will understand why we are using the other "green."

I'm Harvey Brodsky and I'm the Managing Director of the Tire Retread &
Repair Information Bureau. I first joined the retread industry back in
the early seventies and have been driving on retreaded tires on my
personal car for more than 30 years. It's important to know that I
really do walk the talk when I speak or write about retreads. I believe
in retreading with a passion and love what I do because I know how
important it is to spread the word about the environmental and economic
benefits retreads offer to motorists worldwide.

Now let's look at how "green" a retreaded truck tire really is.

The average size new truck tire (an 11R22.5 for example) weighs
approximately 117 Pounds (53.1 Kilograms). The new tire contains natural
and synthetic rubber, carbon black, iron (as steel cord), zinc stearate,
antioxidants and antiozonants, sulfur and a small amount of other
ingredients. That's 117 pounds or 53.1 kilograms of STUFF.

Please keep in mind that every major new truck tire manufacturer designs
its tires for multiple lives. It's silly and wasteful to discard the
tire after the first tread life is over, since the tire can easily
deliver one or more lives after being retreaded.

When we retread that tire, we only add approximately 27 pounds (12.2
kilograms) of STUFF for a savings of approximately 90 pounds or nearly
41 kilograms! That's a lot of STUFF being saved, thanks to retreading.

In addition, when the tire is retreaded the remaining worn tread that is
buffed off the tire is recycled into rubber mats and other rubber
products. Nothing is wasted.

Sounds good, but can all tires be retreaded?

Not at all. Before a tire is retreaded it is subjected to a very
thorough inspection process, which may include Shearography,
Differometry, X-Ray, and other very sophisticated inspection devices, to
be certain that the tire is suitable for its next life. Reputable
retreaders will never retread a tire that doesn't pass their very
stringent inspections.

Because of the advances in non-destructive testing methods and improved
rubber compounds thanks to better rubber chemistry, tires that are
retreaded by top quality retreaders actually enjoy a LOWER failure rate
due to manufacturing defects than comparable new tires.

Hard to believe? Let us prove it to you by arranging a retread plant
tour in your area and you can see the retreader's adjustment records for
yourself. By the way, any retreader who won't share his adjustment
records with you is a good person to NOT do business with!

OK, so you decide to either have your own tires retreaded or to buy top
quality retreads from a reputable dealer. How many miles can you expect
to get from the retreads you buy and will you get the same fuel
efficient tread and rubber compounds as with new tires?

I want to digress for a moment to mention that everything I'm saying
today is predicated upon you ONLY dealing with a top quality, reputable
retreader. I never insult anyone's intelligence by stating that all
retreaders are top quality business people. It wouldn't be true if I
did.

Our industry has its share of shoddy dealers who turn out less than the
best retreads. This is why it is vitally important for you to spend the
time necessary to learn whom you are dealing with. Tour the retreader's
plant. Is it clean and orderly with only today's dirt on the floor? Are
the employees wearing the appropriate safety equipment? Do they have a
professional and caring attitude at their workstations? How about the
employee's bathrooms? Have a look. You can learn a lot about how the
company treats its employees by how clean the bathrooms and break areas
are kept.

Is this stuff really important? You bet it is! It you are going to spend
your hard earned money and trust your safety to the retreads on your
vehicle you have a right to know a whole lot about how your retreads are
produced. And you know what? You will be glad you did.

Now back to expected miles and fuel economy retreads offer.

Top quality retreads are able to offer approximately the same -- and
sometimes even better -- mileage than comparable new tires. Thanks to
application specific retreads offered by our industry today you will
have a very wide choice of the type of tread design (fuel efficient
tread designs and many others) best for your particular use on your
fleet, whether it's a fleet of one or ten thousand.

Your retreader/tire dealer can be and should be your best friend when it
comes to your tire selection for both new tires and retreads. It is a
false economy to just buy the cheapest tire or retread without making a
thorough investigation of all of the above. Cheap tires --whether new or
retreads -- can be a very expensive mistake! It is much smarter to look
at life cycle costing than to focus on the up-front cost. There is an
old saying: You don't always get what you pay for, but you always pay
for what you get.

Regarding the environment, keep in mind that thanks to the retread
industry worldwide, nearly a half a billion gallons of oil is saved
every year (There is a lot of synthetic rubber in a tire and that rubber
is petroleum based and comes from an oil well!). This is in addition to
the rest of the STUFF what is saved, including the fact that it requires
a lot less energy to retread a tire than to produce a new one.

Retreads may look round and black but they are very green.

Folks, we were a green industry before the word became fashionable. A
retreaded tire has one of the highest post-consumer contents of ANY
recycled product, and the nice thing is you don't have to mind spending
a little less! How refreshing to be able to do well and good at the same
time.

To summarize, let's look at the other "green," which is the amount of
money you can save.

A retreaded tire will always be less expensive than a comparable new
tire, regardless of the size of the tire. In some parts of the world and
with some size tires the savings can be as much as 70% when compared to
the cost of a new replacement tire. The amount will of course vary
depending on where you live and the size of your tires, but the savings
will always be there.

These are serious savings. If you haven't used retreads before, or if
you had a bad experience with them years ago, it's time for another
look. We are a different industry than we were in the old days.

Our association has a job to do and that's to make available the tools
you need to learn as much as possible before you make a decision to use
retreads. We can furnish you with a huge amount of free and
non-commercial information, as well as with brochures and other
materials from our members, and we will also include a CD & DVD loaded
with great information, including a Retread Tire Buyers Guide listing
our members worldwide. These are the good guys and ones you should deal
with if you want to be assured of full value and a great retread.

No matter what the color "green" is in your part of the world, it's your
money. You work hard for it and you deserve the best tires for your
investment.

Retreads can deliver. What are you waiting for?

To order our materials please call toll free from anywhere in North
America to 888-473-8732 or by email to info@retread.org.

# article Reduce Fuel Expenses and Emissions with Wireless Fleet Management

Federal fleets can substantially reduce fuel usage by using a wireless
fleet management system to monitor fleet vehicles. And, since reducing
fuel usage is closely linked to reducing emissions, you can "go green"
while lowering fuel expenses at the same time.

For the greatest impact, fleets need a system that not only monitors GPS
location but also monitors engine diagnostics. Networkcar's patented
technology, Networkfleet®, connects directly to the vehicle's engine
computer in order to provide precise information such as exact fuel
consumption, mileage, speed and idle time for each vehicle. This
information is essential to reducing fuel costs.

The Networkfleet wireless fleet management system with diagnostic
monitoring can lower fuel costs and reduce emissions in six ways:

1.  Reduce idle time: Excessive idling wastes fuel and increases vehicle
    emissions. Research shows that fuel usage may be reduced up to 15%
    if idling is significantly reduced. Wireless fleet management
    systems can be used to track and report idle time and compare miles
    per gallon across all vehicles.

2.  Improve vehicle maintenance: Receiving instant notification of any
    engine problems and automatic odometer readings help fleets ensure
    that vehicles run smoothly and use less fuel. For example,
    Networkfleet notifies fleet managers via email when vehicles are due
    for maintenance based on mileage or on the detection of a trouble
    code so they can schedule maintenance and repairs.

3.  Reduce speeding: The ability to monitor actual speed provides fleet
    managers with the precise information needed to counsel drivers and
    reduce speeding, which causes unnecessary fuel consumption. In fact,
    according to Fleet Owner Magazine, you will gain a 10% increase in
    miles per gallon (MPG) just by slowing from 70 MPH to 60 MPH. Fleet
    managers can receive daily reports or instant activity alerts by
    email or text message showing if any vehicles have exceeded the
    pre-set speed threshold.

4.  Reduce unauthorized vehicle usage: Fleets can reduce unnecessary
    vehicle use by monitoring vehicle location and hours of operation.
    With Networkfleet, federal fleet managers are able to monitor the
    current and historical location of vehicles as well as where the
    vehicles stopped and for how long.

5.  Optimize routing: By analyzing driving patterns and using historical
    location reports, fleets can choose routes that reduce miles and
    optimize driving schedules. With wireless fleet management systems,
    dispatchers view vehicles on a map and can locate the closet vehicle
    to a particular site. This reduces miles driven, optimizing vehicle
    usage and efficiency of overall operations.

6.  Continuous emissions monitoring: Vehicles in compliance with EPA
    requirements use less fuel than those that are non-compliant. In
    California, fleets with wireless emissions monitoring can eliminate
    physical smog checks at smog checking facilities, saving time and
    money.

For more information, a paper entitled "Go Green and Save Green --
Wireless Fleet Management Systems Cuts Emissions While Reducing
Operating Costs" can be downloaded free at
<http://www.networkcar.com/networkcar/pub/whitepaper>.

To learn more about how to equip your government vehicles with
Networkfleet, call 1-866-227-7323 Monday - Friday, 8 AM - 8 PM EST or
e-mail govsales@networkcar.com.

**article Plug-in Hybrid Electric Vehicle Visits GSA**

On September 18, 2008, The U.S. Department of Energy's Federal Energy
Management Program (FEMP) visited the U.S. General Services
Administration in their newly acquired Ford Escape Pre-Production
Prototype Plug-in Hybrid Electric Vehicle (PHEV). FEMP is currently
leasing the vehicle for six months through a combined effort with The
Department of Energy's Vehicle Technologies Program to assess the
vehicles potential as an addition to federal fleets as well as marketing
them to the general public.

Plug-in hybrid electric vehicles (PHEVs) can be charged with electricity
like traditional electric vehicles as well as run under engine power
like hybrid electric vehicles. The combination offers increased driving
range with potentially large fuel and cost savings, emissions
reductions, and other benefits. Plug-in hybrid electric vehicles are
still at a pre-commercial stage of development. Research and development
efforts are bringing them closer to widespread commercialization.

Plug-in hybrid electric vehicles (PHEVs) have multiple benefits for
consumers, fleets, and the nation. These vehicles have the potential to
cut fuel use and costs, increase U.S. energy security, protect public
health and the environment, and enhance the U.S. electrical system.
Government and industry research and development are overcoming the
barriers to realizing these benefits.

Utilizing electricity as opposed to gasoline or diesel fuels decreases
costs as well as fuel consumption. This is because PHEVs use electric
power much of the time and the batteries are recharged by plugging into
the electrical grid. Plug-in hybrid electric vehicles also offer
flexible fueling options. This means that PHEVs also could be designed
to use renewable and domestically produced alternative fuels instead of
gasoline or diesel, further reducing U.S. reliance on imported
petroleum. Because PHEVs can be recharged at home much of the time,
drivers can limit their trips to the gas station.

The United States imports more than 60% of its petroleum, two thirds of
which is used to fuel vehicles in the form of gasoline and diesel. The
demand for petroleum imports is increasing. With much of the worldwide
petroleum reserves located in politically volatile countries, the United
States is vulnerable to supply disruptions.

Plug-in hybrid electric vehicles are highly efficient, requiring little
petroleum-based fuel to drive. Because of their electrical component
they can use electricity derived from domestic fossil fuel, nuclear, and
renewable sources.

Electricity is an energy carrier rather than a primary energy source.
Thus, the environmental benefits of PHEVs depend in part on the source
of electricity from which the PHEVs are charged. If the electricity
comes from efficient power plants, the benefits can be significant. Even
transferring the point of emissions from the tailpipe to the power plant
could be important for urban areas with severe automobile-related air
quality problems.

Unfortunately, factory-made plug-in hybrid electric vehicles (PHEVs) are
not currently available to the public. The automotive manufactures such
as Chevrolet, Ford, Toyota, GM and Saturn are currently working on
several models of plug-in hybrid electric vehicles to potentially be
released in 2010. Through the efforts of the automotive industry and
governmental partners like the Department of Energy we look forward to
plug-in electric vehicles as part of America's automotive future.

# 

**article Military Wants to Lead U.S. Into the Green**

The U.S. military has a history of fostering change, from racial
integration to development of the Internet. Now, Pentagon officials say
their green energy efforts will help America fight global warming.

By size alone, the Defense Department can make waves. It accounts for
1.5 percent of U.S. energy consumption.

The military has set a goal that 25 percent of its energy should come
from renewable sources by 2025 and aims to create machines and methods
to help Main Street America reach similar targets, said Alan Shaffer, a
retired Air Force officer who leads the Pentagon's research and
engineering arm.

"It's only the Department of Defense that is big enough and has the
federal mandate for the necessary scope of development" of new energy
technologies and products, said Shaffer.

While the military marches on a greener path in which "every soldier is
a steward of the environment" --- in Shaffer's words --- the federal
government faces widespread criticism for failing to take significant
action to slow climate change.

On the same day Shaffer arrived in California last week to tour military
bases that test energy efficiency and renewable power, California
announced plans to sue the Environmental Protection Agency for
"wantonly" ignoring its duty to regulate greenhouse gas emissions.

The military did not focus on cutting energy use until the price of oil
shot up two years ago. But now that it has, Shaffer said, change is
inevitable.

Portable renewable power

Within six years, a portable solar and wind power station at the Army's
Fort Irwin in California could bring a quick return of electricity to
hurricane-damaged coastal cities, said retired Army Col. John Spiller.

These energy technologies may one day spread to households, as a
byproduct of a more efficient military, said Col. Dave Belote, commander
of Nellis Air Force Base outside Las Vegas, Nevada. The biggest solar
power array in the United States has been operating at Nellis since last
November in a public-private partnership.

"Every time the price of oil goes up \$10 a barrel, it costs the
Department of Defense \$1.3 billion a year," Shaffer said.

Crude oil hit a record \$147 a barrel last month. It is expected to
average about \$127 in 2008, up from \$72 in 2007, and \$66 in 2006,
according to U.S. government figures.

Shaffer said that in the next few years, the military can reduce energy
consumption by 10-20 percent. It spends about \$14 billion a year on
energy, up from \$11 billion in 2005, about half on jet fuel.

But saving energy cannot come at the expense of operational
effectiveness, Shaffer said. Air Force commanders will not ask pilots to
cut fuel use.

Renewable energy is not new to the military. Wind turbines supply much
of the power used at the isolated U.S. naval base at Guantanamo Bay in
Cuba and the geothermal power plant at the China Lake Naval Air Weapons
Station in California has been in operation for two decades.

But urgency to ramp up the program increased in 2006 after Marine Corps
Maj. Gen. Richard Zilmer said bringing solar and wind power to the
battlefront would cut down on casualties.

"Cost matters. Lives matter more," said Shaffer. "Every time we have to
send a convoy out to refuel tanks or deploy forward locations, it puts
people's lives at risk."

# COMMUNITY NEWS section

**article Congratulations John!**

John Aracich, Operations Manager for the Base Support Vehicles and
Equipment Product Line, Naval Facilities Engineering Command accepted a
position as Transportation Director at Naval Air Station Rota, Spain. He
reported to Rota in April for a two year tour with the option to extend.

**article Congratulations James!**

James Goodwin Jr. started with the Department of State in July 2002 as
the Senior Transportation Specialist for the Bureau of Diplomatic
Security Service, the largest bureau in the Department of State. He was
promoted to Deputy Fleet Manager in the Department of State's, Bureau of
Administration's Fleet Management and Operations Division in November
2003. On October 12, 2008 he transferred to the Department of Veterans
Affairs, Office of Asset Enterprise Management to be their National
Fleet Program Manager.

**article Congratulations Tom!**

Thomas Cernac is the new Fleet Management Unit Chief, United States
Department of Justice, Drug Enforcement Administration. He has been with
the agency since March 2008. He is responsible for fleet policy and
procedures throughout the administration. He advises the Deputy
Assistant Administrator and Section Chief on all issues regarding fleet
management around the world.

Thomas Cernac recently retired from the United States Air Force after
more than 25 years of honorable service, where during his final
assignment he was assigned at the Pentagon as the Vehicle Management
Career Field Manager and the Air Force Fleet Manager . His entire career
centered on fleet management throughout the world. While on active duty
he served in Spain, New Mexico, Missouri, Italy, Saudi Arabia, Kuwait,
Germany and the Pentagon.

**article Welcome Karl!**

Karl Wolfe has joined the GSA Office of Governmentwide Policy, Office of
Travel, Transportation, and Asset Management as a vehicle policy
analyst. Karl has thirty-five years of fleet management experience
including twenty-five years working with Federal fleets. Karl has served
as the agency level vehicle fleet or aircraft asset manager for the
Departments of Justice, Transportation, Homeland Security, and the U.S.
Army. Karl commutes from his home on Kent Island where he enjoys
photography, gardening, the beach, and spoiling his grandkids. Karl is
already at work on the Vehicle Registration System and the
Fleet/Aircraft Capital Asset Planning Project.

**article Much Success Lee!**

Lee Gregory, GSA Agency Internal Fleet Manager and Environmental Policy
Analyst, on August 18, 2008 began the 120-day development assignment
phase of the U.S.D.A. Executive Potential Program with the Department of
Defense in the Office of the Under Secretary of Defense for Acquisition,
Logistics, and Technology. Lee is assigned to the Directorate of Program
Development and Implementation (PDI) within the Defense Procurement,
Acquisition Policy, and Strategic Sourcing Program (DPAP). Lee is
actively participating in the DoD Purchase Card Program Management
Office (PCPMO) as a full team member.

The FY 08-09 U.S.D.A. Executive Potential Program (EPP) is a year-long
competency based program designed to develop high performing GS 13-15s
into more effective leaders.