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Electrification suitability screen

Screen one vehicle against the four filters — duty cycle, class economics, electrical service, shop readiness — and see the simple total cost comparison against the unit it would replace.

The method behind this is explained in Which municipal assets to electrify first .

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Filter 1 — duty cycle
Twelve months of odometer or telematics data. Not the average day — the average day is the number that gets fleets into trouble here.
Charging is a function of hours plugged in, not charger size.
PTO, hydraulics, aerial lift, sustained hotel load. Whether a packer body that cycles counts as intermittent or sustained is a judgement, which is why it is a dropdown.
Filter 2 — class economics
From the guide's Filter 2 table: sedans and small SUVs at or near parity; vans usually favourable; non-towing half-tons case by case; three-quarter-ton and up mostly not yet; refuse and transit viable but capital-heavy; plows and aerials not yet. Do not accept anybody's parity date, this one included, as applying to your fleet.
A No fails Filter 2 outright, however good the duty cycle.
The electric candidate
Manufacturer rating, before the winter derate below.
A planning derate, not a measurement. Replace it with your own once a handful of units have been through a winter on the same routes.
At the battery. Charger losses are added on top.
The incumbent, and what the swap costs
Real-world, from fuel records.
From your tariff. This figure carries no demand charge, and a demand charge triggered by one fast-charging session can undo the whole saving on a low-mileage unit.
DOE models 10.1¢ for a light-duty ICE vehicle — scheduled maintenance only. Your own work-order history beats it.
DOE models 6.1¢ light duty. It is a 2021 modelling estimate, scheduled maintenance only, and it is the saving you forfeit if every drivetrain concern goes to a dealer.
What you would otherwise buy. The premium is the difference.
Confirm the programme before this goes in a memo.
Filter 3 — electrical service

Capacity is a property of the yard, not of the vehicle, so this filter tests the unit on top of whatever is already plugged in there. Enter the rest of the committed fleet below. Leave it at zero only if this would be the first electric unit at the site — a zero there is a claim, and it is the claim that makes a depot look like it has headroom it does not have.

From the utility's service record and a load study, not the panel schedule taped inside the door.
Electric units already ordered, delivered or approved for this yard. Not the whole parking lot — only the ones that will draw from the same service.
The load those units already commit at this site. This unit's own demand is added to it, and the total is what the capacity test is run against.
Until this is a Yes, the capacity figure above scores nothing.
Filter 4 — shop readiness
Target is 2 before the first delivery. Budget the hands-on training, not the exam fee.

Suitability score

—/100

Outcome

—

—

Filter 1 — duty cycle —
Filter 2 — class economics —
Filter 3 — electrical service —
Filter 4 — shop readiness—
Suitability score—

—

Derated winter range

—

95th-percentile day uses —

Charge power needed

—

— from the wall on that day

Charging level

—

— to install

Cost comparison against the incumbent

Undiscounted, and it excludes resale on both sides, downtime, and any battery event inside the service life. Payback is a sort order, not a decision — a failed filter above outranks it.

Incumbent energy per mile—
Electric energy per mile—
Energy saving per mile—
Maintenance saving per mile—
Operating saving per mile—
Operating saving per year—
Incremental capital, charging included—
Simple payback—
Lifetime net over — years—

Sources