Publications

Argonne National Laboratory

Formerly called “Compendium of Idling Reduction Equipment for Class 1–8 Vehicles,” this simplified resource is organized by vehicle operators’ stationary-power needs: Idle management; Heat only; Cooling only; Heat, cooling, and power (auxiliary power unit); Power take-off; Cargo refrigeration; and Wayside power/truck stop electrification. For each solution, the table describes applicable vehicle types (light-, medium-, heavy-duty, and trailer), whether the solution is powered by fuel or battery/electricity, and the EPA SmartWay verification status (applicable to heavy-duty vehicles only). Each product includes a hyperlink to the manufacturer for more information.

Argonne National Laboratory, Lemont, Illinois

This fact sheet summarizes the findings in a study that investigated the adoption of idling reduction technologies by nine emergency-vehicle fleets, including police, ambulance, and fire engines and trucks.

Argonne National Laboratory, Lemont, Illinois

This fact sheet summarizes a study that evaluated the costs and return on investment for idling reduction equipment for both truck owners and electrified parking space equipment owners.

Argonne National Laboratory, Argonne, Illinois

Hybrid utility trucks, with auxiliary power sources for on-board equipment, significantly reduce unnecessary idling resulting in fuel costs savings, less engine wear, and reduction in noise and emissions.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy’s (DOE’s) Vehicle Technologies Office (VTO) works with local Clean Cities coalitions across the country as part of its Technology Integration Program. These efforts help businesses and consumers make smarter and more informed transportation energy choices that can save energy, lower costs, provide resilience through fuel diversification, and reduce emissions. This report summarizes the success and impact of coalition activities based on data and information provided in their annual reports.

Argonne National Laboratory, Argonne, Illinois

This report considers the costs and return on investment for idling reduction equipment for both truck owners and electrified parking space equipment owners.

Argonne National Laboratory, Lemont, Illinois

Fact sheet on reducing engine idling in personal vehicles. Idling your vehicle--running your engine when you're not driving it--truly gets you nowhere. Idling reduces your vehicle's fuel economy, costs you money, and creates pollution. Idling for more than 10 seconds uses more fuel and produces more emissions that contribute to smog and climate change than stopping and restarting your engine does.

Argonne National Laboratory, Lemont, Illinois

This is a fact sheet about reducing idling for emergency and service vehicles. Emergency vehicles, such as police cars, ambulances, and fire trucks, along with other service vehicles such as armored cars, are often exempt from laws that limit engine idling. However, these vehicles can save fuel and reduce emissions with technologies that allow them to perform vital services without idling.

American Transportation Research Institute, Arlington, Virginia

The American Transportation Research Institute has issued a list of idling regulations, current as of January 2019, passed by several cities, counties, and states. Included are Maricopa County, Arizona; California; Placer County, California; City of Sacramento, California; City of Aspen and City and County of Denver, Colorado; Connecticut; Delaware; District of Columbia; City of Atlanta, Georgia; Hawaii; several cities and counties in Illinois; Maine; Maryland; Massachusetts; Minneapolis, Owatonna, and St. Cloud, Minnesota; City and County of St. Louis, Missouri; Nevada; New Hampshire; New Jersey; New York State; New York City; New Rochelle, New York; Rockland County, New York; Philadelphia and Alleghany County, Pennsylvania; Rhode Island; South Carolina; several cities and counties in Texas; Utah; and Virginia.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy’s (DOE’s) Office of Energy Efficiency and Renewable Energy’s Vehicle Technologies Office (VTO) works with local Clean Cities coalitions across the country as part of its Technology Integration Program. These efforts help businesses and consumers make smarter and more informed transportation energy choices that can save energy, lower costs, provide resilience through fuel diversification, and reduce air emissions. This report summarizes the success and impact of coalition activities based on data and information provided in their annual progress reports.

National Renewable Energy Laboratory, Golden, Colorado

Clean Cities and Communities is a U.S. Department of Energy (DOE) partnership to advance clean transportation nationwide. More than 75 DOE-designated Clean Cities and Communities coalitions work locally in urban, suburban, and rural communities to strengthen the nation's environment, energy security, and economic prosperity. As partners with DOE's Vehicle Technologies Office, coalitions work to deploy affordable, efficient, and clean transportation; energy efficient mobility systems; and fuel-saving technologies and practices.

Argonne National Laboratory, Lemony, Illinois

AFLEET is a free tool from the U.S. Department of Energy (DOE) that fleet managers can use to quantify the environmental and economic impacts of new fuels and vehicle technologies. The AFLEET fact sheet explains how the tool works and how to access it.

National Renewable Energy Laboratory, Golden, Colorado

Clean Cities coalition activities resulted in an EUI of nearly 1 billion GGE, comprised of net alternative fuels used and energy savings from efficiency projects, in 2020. Clean Cities coalition and stakeholder participation in vehicle and infrastructure development projects remained strong, although transportation activity and resulting EUI decreased in 2020 due to the COVID 19 pandemic. Coalition-reported activities prevented nearly 5 million carbon dioxide-equivalent tons of emissions (only GHG emissions are reported here; criteria pollutants and other emissions are not included in this report). The GHG benefits increased in 2020 despite a decrease in EUI because coalitions focused more on technologies with higher GHG benefits per GGE reduced and because the lifecycle of many alternative fuels such as electricity or biofuels is becoming less carbon intense. Coalitions were successful in securing project grant awards from numerous outside (non-DOE) sources. The 90 project grant awards in 2020 generated $151 million in funds from coalition members and project partners in addition to $12.8 million in DOE grant funds. Coalitions also collected $1.1 million in stakeholder dues and $3.1 million in operational funds from host organizations. In macro terms, this non-DOE supplemental funding represents a 4:1 leveraging of the $38 million that was included in the VTO Technology Integration budget in 2020. Clean Cities coordinators spent nearly 135,700 hours pursuing their coalitions’ goals in 2020. The average coordinator is quite experienced and has held the coordinator position for nearly eight years. Coordinators logged more than 3,290 outreach, education, and training activities in 2020, which reached an estimated 31 million people. Activities that reached underserved communities were tracked for the first time in 2020 and accounted for 17% of all activities.

National Renewable Energy Laboratory, Golden, Colorado

Clean Cities coalition activities resulted in an energy use impact (EUI) of over 1 billion gasoline-gallons equivalent (GGE), comprised of net alternative fuels used and energy savings from efficiency projects, in 2019. Participation in vehicle and infrastructure development projects remained strong, as did alternative fuel use and resulting overall EUI. Clean Cities coalition activities reduce emissions as they impact energy use. Coalition-reported activities prevented nearly 5 million carbon dioxide-equivalent tons of emissions (only greenhouse gas [GHG] emissions are reported here; criteria pollutants and other emissions are not included in this report). Coalitions were successful in securing project grant awards from numerous (non-DOE) outside sources. For other Federal, State, and local agencies and private sector foundations, see funding section on page 24. The 82 project grant awards in 2019 generated $225 million in funds from coalition members and project partners along with $9.5 million in DOE grant funds. Coalitions also collected $1.2 million in stakeholder dues and $1.6 million in operational funds from host organizations. In macro terms, this supplemental funding represents nearly a 6:1 leveraging of the $38 million that was included in the VTO Technology Integration budget in Fiscal Year 2019. Clean Cities coordinators spent nearly 136,000 hours pursuing their coalitions' goals in 2019. The average coordinator is quite experienced and has held his or her position for at least eight years. Coordinators logged more than 3,525 outreach, education, and training activities in 2019, which reached an estimated 23 million people.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy's (DOE's) national network of Clean Cities Coalitions advance the nation's economic, environmental, and energy security by supporting local actions to promote the use of domestic fuels within transportation. The nearly 100 Clean Cities coalitions, whose territory covers 80% of the U.S. population, bring together stakeholders in the public and private sectors to use alternative and renewable fuels, idle-reduction (IR) measures, fuel economy improvements, and new transportation technologies as they emerge. To ensure success, coalitions leverage a robust set of expert resources and tools provided by national laboratories and DOE. Each year, Clean Cities coordinators submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online tool that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterize the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels; use of alternative fuel vehicles (AFVs), plug-in electric vehicles (PEVs), and hybrid electric vehicles (HEVs); IR initiatives; fuel economy improvement activities; and programs to reduce vehicle miles traveled (VMT). NREL analyzes the submitted data to determine how broadly energy use in the U.S. has shifted due to coalition activities, which are summarized in this report.

Oak Ridge National Laboratory, Oak Ridge, Tennessee; Roltek, Inc., Clinton, Tennessee

The Transportation Energy Data Book: Edition 40 is a statistical compendium prepared and published by Oak Ridge National Laboratory (ORNL) under contract with the U.S. Department of Energy, Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office. Designed for use as a desk-top reference, the Data Book represents an assembly and display of statistics and information that characterize transportation activity, and presents data on other factors that influence transportation energy use. The purpose of this document is to present relevant statistical data in the form of tables and graphs. The latest edition of the Data Book is available via the Internet (tedb.ornl.gov).

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy's (DOE's) national network of Clean Cities Coalitions advance the nation's economic, environmental, and energy security by supporting local actions to promote the use of domestic fuels within transportation. The nearly 100 Clean Cities coalitions, whose territory covers 80% of the U.S. population, bring together stakeholders in the public and private sectors to use alternative and renewable fuels, idle-reduction (IR) measures, fuel economy improvements, and new transportation technologies as they emerge. To ensure success, coalitions leverage a robust set of expert resources and tools provided by national laboratories and DOE. Each year, Clean Cities coordinators submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online tool that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterize the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels; use of alternative fuel vehicles (AFVs), plug-in electric vehicles (PEVs), and hybrid electric vehicles (HEVs); IR initiatives; fuel economy improvement activities; and programs to reduce vehicle miles traveled (VMT). NREL analyzes the submitted data to determine how broadly energy use in the U.S. has shifted due to coalition activities, which are summarized in this report.

National Renewable Energy Laboratory, Golden, Colorado

Clean Cities coalition activities resulted in an energy use impact (EUI) of over 1 billion gasoline-gallons equivalent (GGE), comprised of net alternative fuels used and energy savings from efficiency projects, in 2018. Participation in vehicle and infrastructure development projects remained strong, as did alternative fuel use and resulting overall EUI. Clean Cities coalition activities reduce emissions as they impact energy use. Coalition-reported activities prevented 5 million carbon dioxide-equivalent tons of emissions (only greenhouse gas [GHG] emissions are reported here; criteria pollutants and other emissions are not included in this report). Coalitions were successful in securing project grant awards from numerous (non-DOE) outside sources. For other Federal, State, and local agencies and private sector foundations, see funding section on page 25. The 84 project grant awards in 2018 generated $251 million in funds from coalition members and project partners along with $1.9 million in DOE grant funds. Coalitions also collected $1.1 million in stakeholder dues and $2.9 million in operational funds from host organizations. In macro terms, this supplemental funding represents nearly a 7:1 leveraging of the $37.8 million that was included in the VTO Technology Integration budget in Fiscal Year 2018. Clean Cities coordinators spent nearly 121,000 hours pursuing their coalitions' goals in 2018. The average coordinator is quite experienced and has held his or her position for at least eight years. Coordinators logged more than 3,805 outreach, education, and training activities in 2018, which reached an estimated 35 million people.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy's (DOE's) Clean Cities program advances the nation's economic, environmental, and energy security by supporting local actions to cut petroleum use and greenhouse gas (GHG) emissions in transportation. A national network of nearly 100 Clean Cities coalitions, whose territory covers 80% of the U.S. population, brings together stakeholders in the public and private sectors to deploy alternative and renewable fuels, idle-reduction (IR) measures, fuel economy improvements, and new transportation technologies as they emerge. Each year, DOE asks Clean Cities coordinators to submit annual reports of their activities and accomplishments for the previous calendar year. Progress reports and information are submitted online as a function of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators report a range of information that characterizes the membership, funding, projects, and activities of their coalitions. They also document activities in their region related to the development of refueling/charging infrastructure, sales of alternative fuels; deployment of alternative fuel vehicles (AFVs), plug-in electric vehicles (PEVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (PHEVs); idle reduction initiatives; fuel economy improvement activities; and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into petroleum-use and GHG emission reduction impacts, which are summarized in this report.

Argonne National Laboratory, Lemont, Illinois

Long-haul truck drivers perform a vitally important service. In the course of their work, they must take rest periods as required by federal law. Most drivers remain in their trucks, which they keep running to provide power for heating, cooling, and other necessities. Such idling, however, comes at a cost; it is an expensive and polluting way to keep drivers safe and comfortable. Increasingly affordable alternatives to idling not only save money and reduce pollution, but also help drivers get a better night's rest.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy's (DOE) Office of Energy Efficiency and Renewable Energy's Vehicle Technologies Office (VTO) facilitates national coordination of the Clean Cities coalitions through its Technology Integration Program. VTO's Technology Integration Program supports a broad technology portfolio that can reduce transportation energy costs for businesses and consumers. Fleets, cities, and regions can use the tools featured in this guide to implement alternative fuels and advanced vehicles. Also learn how Clean Cities coalitions and their stakeholders across the country have used the tools.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy asks its Clean Cities program coordinators to submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online database that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterize the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle-reduction (IR) initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into petroleum-use reduction impacts, which are summarized in this 2014 Annual Metrics Report.

U.S. Department of Energy, Washington, D.C.; Oak Ridge National Laboratory, Oak Ridge, Tennessee

This fact sheet for consumers describes a few simple tips to help obtain the best possible fuel economy from vehicles and to reduce fuel costs.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy asks its Clean Cities program coordinators to submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online database that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterize the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle-reduction (IR) initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into petroleum-use reduction impacts, which are summarized in this 2013 Annual Metrics Report.

Argonne National Laboratory, Argonne, Illinois

Many drivers of personal and commercial vehicles believe that turning the vehicle off and on frequently instead of idling will cause premature wear of the starter system (starter motor and starter battery). As a result, they are concerned that the replacement cost of the starter motor and/or battery due to increased manual engine cycling would be more than the cumulative cost of the fuel saved by not idling unnecessarily. A number of variables play a role in addressing this complex concern, including the number of starting cycles per day, the time between starting cycles, the intended design life of the starting system, the amount of fuel used to restart an engine, and the cumulative cost of the saved fuel. Qualitative and quantitative information from a variety of sources was used to develop a life-cycle economic model to evaluate the cost and quantify the realistic factors that are related to the permissible frequency of starter motor cycles for the average vehicle to economically minimize engine idle time. Annual cost savings can be calculated depending on shutdown duration and the number of shutdown cycles per day. Analysis shows that cost savings are realized by eliminating idling exceeding one minute by shutting down the engine and restarting it. For a typical motorist, the damage to starting system components resulting from additional daily start cycles will be negligible. Overall, it was found that starter life is mostly dependent on the total number of start cycles, while battery life is more dependent on ensuring a full charge between start events.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy's (DOE) Clean Cities program advances the nation's economic, environmental, and energy security by supporting local actions to cut petroleum use in transportation. A national network of nearly 100 Clean Cities coalitions brings together stakeholders in the public and private sectors to deploy alternative and renewable fuels, idle-reduction measures, fuel economy improvements, and new transportation technologies, as they emerge.</p><p>Each year DOE asks Clean Cities coordinators to submit annual reports of their activities and accomplishments for the previous calendar year. Data and information are submitted via an online database that is maintained as part of the Alternative Fuels Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle-reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into petroleum-use reduction impacts, which are summarized in this report.

Federal Energy Management Program, Washington, DC., Bentley Energy Consulting, Oakton, Virginia; National Renewable Energy Laboratory, Golden, Colorado

This document is designed to help agency fleet managers understand and implement optimal petroleum reduction strategies for each fleet location by evaluating the most appropriate combination of the four core principles of sustainable fleet management: right-sizing the fleet to agency mission by implementing a vehicle allocation methodology study; minimizing vehicle miles traveled; increasing fleet fuel efficiency by replacing inefficient vehicles with more fuel-efficient vehicles, maintaining vehicles, driving more efficiently, and avoiding excessive idling; and optimizing cost-effective alternative fuel use, including maximizing use of existing alternative fuel infrastructure, installing alternative fuel infrastructure where practical (including electric vehicle charging stations), and aligning deployment of alternative fuel vehicles with fueling infrastructure.

Center for Transportation Research, Argonne National Laboratory, Argonne, IL

Pollution and energy analyses of different idling reduction (IR) technologies have been limited to localized vehicle emissions and neglected upstream energy use and regional emissions. In light of increasing regulation and government incentives for IR, we analyzed the full-fuel-cycle effects of contemporary approaches. Our analysis incorporates direct impacts at the truck and upstream energy use and emissions estimates from the GREET model with published climate and vehicle operation data. We compared emissions, energy use, and proximity to urban populations for nine alternatives, including idling, electrified parking spaces, auxiliary power units, and several combinations of these.

School bus idling wastes fuel and financial resources while producing exhaust emissions that are harmful to human health and the environment. Beginning in late 2006, the Association of Central Oklahoma Governments, Choctaw-Nicoma Park Public Schools, and the Oklahomas Department of Environmental Quality undertook a two-year project to determine the extend of fuel and emissions savings that Oklahoma school district might expect by instituting a maximum five-minute school bus idling policy. This report offers the study's findings to public school districts in Oklahoma and elsewhere. Results indicate that for every five minutes of daily idling time reduced over the course of a school year, 7.5 gallons of fuel per bus can be saved for a collective savings of more than 58,000 gallons of diesel fuel saved annually.

National Renewable Energy Laboratory, Golden, Colorado

Clean Cities' National Clean Fleets Partnership establishes strategic alliances with large fleets to help them explore and adopt alternative fuels and fuel economy measures to cut petroleum use. The initiative leverages the strength of nearly 100 Clean Cities coalitions, nearly 18,000 stakeholders, and more than 20 years of experience. It provides fleets with top-level support, technical assistance, robust tools and resources, and public acknowledgement to help meet and celebrate fleets' petroleum-use reductions.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Data and information are submitted to an online database that is maintained as part of the Alternative Fuels and Advanced Vehicles Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs) and hybrid electric vehicles (HEVs), idle reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled (VMT). NREL analyzes the data and translates them into gasoline use reduction impacts, which are summarized in this report.

Center for Transportation Research, Argonne National Laboratory, Argonne, Illinois

The impacts of idling are substantial, with as much as 2 billion gallons of fuel burned unnecessarily each year in the United States at a cost of over $4 billion. The extra hours of engine operation also cost the owners money for more frequent maintenance and overhauls. In addition, idling vehicles emit particulates (PM10), nitrogen dioxide (NO2), carbon monoxide (CO), and carbon dioxide (CO2). These emissions, along with noise from idling vehicles, have led to many local and state restrictions on idling.</p><p> This study presents the first comparison of IR technologies with each other and with idling on the basis of both costs and full fuel?]cycle emissions, for different locations, fuel prices, and idling patterns. The preferences described are for the technologies that reduce total emissions the most and cost truck owners the least. We also discuss how regulatory issues and legislation affect IR, what financial incentives help to promote IR, and how outreach and education approaches can be adopted to reduce the need to idle. Finally, we offer a prediction of how future research and development (R&D), regulations, and citizens can help to improve fuel economy and clean the air. This report focuses on heavy-duty vehicles.

Oregon Department of Environmental Quality, Portland, Oregon

Oregon's Department of Environmental Quality (DEQ) authorized this study into improving heavy-duty vehicle efficiency while reducing idling. Appendixes include a comparison of idle reduction technologies, a compendium of idling regulationsl, state and federal anti-idling initiatives, and various idle reduction technologies. </p><p>DEQ recommends that the 2011 Oregon Legislature authorize the Environmental Quality Commission to adopt regulations substantially similar to California?s heavy-duty greenhouse gas measure, including provisions for financial hardship deferrals, with adequate lead-time and notice to all affected parties. The details of this recommendation begin on page 35 of this report. DEQ also recommends that the 2011 Legislature authorize the Environmental Quality Commission to adopt regulations limiting unnecessary idling by commercial vehicles, incorporating the major elements of the US Environmental Protection Agency Model Idling Law that itself was the result of a national stakeholder consensus to provide effective, realistic and uniform controls on unnecessary idling across the country.

National Renewable Energy Laboratory, Golden, Colorado

This annual report details the petroleum savings and vehicle emissions reductions achieved by the U.S. Department of Energy's Clean Cities program in 2011. The report also details other performance metrics, including the number of stakeholders in Clean Cities coalitions, outreach activities by coalitions and national laboratories, and alternative fuel vehicles deployed.

Argonne National Laboratory, Argonne, Illinois

The argument against parking and going into a business, rather than using a drive-through window, has been that the emissions and fuel use associated with restarting your car are greater than those incurred by idling for that time. Argonne National Laboratory undertook a series of measurements to determine whether this was true, by comparing actual idling fuel use and emissions with those for restarting. This work seeks to answer the question: Considering both fuel use and emissions, how long can you idle in a queue before impacts from idling are greater than they are for restarting? Fuel use and carbon dioxide emissions are always greater for idling over 10 seconds; the crossover times are found to vary by pollutant.

Shorepower Technologies, Hillsboro, Oregon

This report provides an overview of the Shorepower Truck Electrification Project, which started in May 2011 and ended in March 2015. The project provided financial incentives on idle reduction equipment to 5,000 trucks, to install equipment compatible with shore power. It generated the largest dataset to date on shore power truck stop electrification utilization and use patterns. This report summarizes project data, which provided insight into driver behavior and acceptance, evidence of cost savings, experience with system operations and management; and data for guiding future development of shore power.

U.S. Department of Energy, Washington, D.C.; Oak Ridge National Laboratory, Oak Ridge, Tennessee

FuelEconomy.gov is an Internet resource that helps consumers make informed fuel economy choices when purchasing a vehicle and achieve the best fuel economy possible from the cars they own.</p><p>FuelEconomy.gov is maintained by the U.S. Department of Energy's (DOE's) Office of Energy Efficiency and Renewable Energy with data provided by the U.S. Environmental Protection Agency (EPA). The site helps fulfill DOE and EPA's responsibility under the Energy Policy Act of 1992 to provide accurate miles per gallon (MPG) information to consumers.

National Renewable Energy Laboratory, Golden, Colorado

This 13-month evaluation used five Kenworth T370 hybrid tractors and five Freightliner M2106 standard diesel tractors at a Coca Cola Refreshments facility in Miami, Florida. The primary objective was to evaluate the fuel economy, emissions, and operational field performance of hybrid electric vehicles when compared to similar-use conventional diesel vehicles. A random dispatch system ensures the vehicles are used in a similar manner. GPS logging, fueling, and maintenance records and laboratory dynamometer testing are used to evaluate the performance of these hybrid tractors. Both groups drive similar duty cycles with similar kinetic intensity (0.95 vs. 0.69), average speed (20.6 vs. 24.3 mph), and stops per mile (1.9 vs. 1.5). The study demonstrated the hybrid group had a 13.7% fuel economy improvement over the diesel group. Laboratory fuel economy and field fuel economy study showed similar trends along the range of KI and stops per mile. Hybrid maintenance costs were 51% lower per mile; hybrid fuel costs per mile were 12% less than for the diesels; and hybrid vehicle total cost of operation per mile was 24% less than the cost of operation for the diesel group.

Argonne National Laboratory, Argonne, Illinois

Should I idle my car to warm it up before I drive? Should I shut the engine off while waiting to pick up a passenger or for a train to go by? Is it better to pick up food at a drive-through or to park and go into the restaurant? These are common questions that people ask when they want to know more about how to drive "green." There are conflicting answers in the literature, which has led to confusion. This poster presents the results of measurements performed on both diesel and gasoline passenger vehicles at Argonne National Laboratory. The answers are found to depend on vehicle type, ambient temperature, time, local laws, and what criteria are used to define "green."

National Renewable Energy Laboratory; Golden, Colorado

Driving style changes, e.g., improving driver efficiency and motivating driver behavior changes, could deliver significant petroleum savings. This project examines eliminating stop-and-go driving and unnecessary idling, and also adjusting acceleration rates and cruising speeds to ideal levels to quantify fuel savings. Such extreme adjustments can result in dramatic fuel savings of over 30%, but would in reality only be achievable through automated control of vehicles and traffic flow. In real-world driving, efficient driving behaviors could reduce fuel use by 20% on aggressively driven cycles and by 5-10% on more moderately driven trips. A literature survey was conducted of driver behavior influences, and pertinent factors from on-road experiments with different driving styles were observed. This effort highlighted important driver influences such as surrounding vehicle behavior, anxiety over trying to get somewhere quickly, and the power/torque available from the vehicle. Existing feedback approaches often deliver efficiency information and instruction. Three recommendations for maximizing fuel savings from potential drive cycle improvement are: 1) leveraging applications with enhanced incentives, 2) using an approach that is easy and widely deployable to motivate drivers, and 3) utilizing connected vehicle and automation technologies to achieve large and widespread efficiency improvements.

Notes: Posted with permission. Presented at the 2012 SAE World Congress and Exhibition, April 24-26, 2012, Detroit, Michigan.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Data and information are submitted to an online database that is maintained as part of the Alternative Fuels and Advanced Vehicles Data Center (AFDC) at the National Renewable Energy Laboratory (NREL). Coordinators submit a range of data that characterizes the membership, funding, projects, and activities of their coalitions. They also submit data about sales of alternative fuels, deployment of alternative fuel vehicles (AFVs), hybrid electric vehicles (HEVs), idle reduction initiatives, fuel economy activities, and programs to reduce vehicle miles driven. NREL analyzes the data and translates them into gasoline reduction impacts, which are summarized in this report.

Midwest Clean Diesel Initiative, U.S. Environmental Protection Agency, Washington, D.C.

Beginning with EPA's model state idling law, this document presents the regulatory language for all known city, county, multi-jurisdictional, and statewide idle laws across the United States. The regulatory language presented represents idle laws as incorporated by the controlling authorityat the time of collation. These laws vary in their prescribed maximum idle times, number and type of exceptions, and geographic scope. They are presented so that an interested party can use these laws to help guide creation of idle laws that suit their area. Pdf includes an interactive contents page to direct reader to state and city.

Massachusetts Institute of Technology, Boston, Massachusetts

Reducing petroleum consumption and GHG emissions from cars and light?]duty trucks in the United States over the next several decades requires that we implement a clear and coordinated set of policies now. This report describes a portfolio of policies which, in the view of the authors, is needed to put personal vehicle transportation on the road to sustainability in the longer term. To incentivize adoption of more fuel efficient vehicles, we propose coupling existing near?]term fuel economy standards with a feebate incentive program and gradual increases in fuel taxes. We further propose driver education initiatives that would give vehicle owners information on how to maximize fuel savings in their purchase and driving decisions. Finally, we underscore the need for a long?]term strategy for fuels that evaluates fuels?]related programs based on their contribution to reducing life?]cycle petroleum consumption and greenhouse gas (GHG) emissions. Together, these policies offer a robust plan of action that will focus and streamline current efforts to achieve these two important national goals. Perhaps most importantly, this plan lays a much?]needed foundation for a comprehensive, adaptable long?]term policy effort. A more detailed summary of the recommended set of policy measures can be found in Section 2.

David Gardiner & Associates, LLC, Arlington, Virginia; Natural Resources Defense Council, New York, New York

This is the sixth edition of this report, updating the 2007, 2008, 2009, 2010, and 2011 research by David Gardiner & Associates (DGA) and the Natural Resources Defense Council (NRDC) identifying the states whose citizens feel the greatest economic pain from gasoline prices--and the states that are doing the most to break their addiction to oil.

Notes: This copyrighted publication is available on the Natural Resources Defense Council's website.

Oak Ridge National Laboratory, Oak Ridge, Tennessee

Since the early part of the 20th century, the US trucking industry has provided a safe and economical means of moving commodities across the country. At present, nearly 80% of US domestic freight movement involves the use of trucks. The US Department of Energy (DOE) is spearheading a number of research efforts to improve heavy vehicle fuel efficiencies. This includes research in engine technologies (including hybrid and fuel cell technologies), lightweight materials, advanced fuels, and parasitic loss reductions. In addition, DOE is developing advanced tools and models to support heavy vehicle research and is leading the 21st Century Truck Partnership and the SuperTruck development effort. Both of these efforts have the common goal of decreasing the fuel consumption of heavy vehicles. In the case of SuperTruck, a goal of improving the overall freight efficiency of a combination tractor-trailer has been established. </p><p>This Medium Truck Duty Cycle (MTDC) project is a critical element in DOE's vision for improved heavy vehicle energy efficiency; it is unique in that there is no other existing national database of characteristic duty cycles for medium trucks based on collecting data from Class 6 and 7 vehicles. It involves the collection of real-world data on medium trucks for various situational characteristics (e.g., rural/urban, freeway/arterial, congested/free-flowing, good/bad weather) and looks at the unique nature of medium trucks' drive cycles (stop-and-go delivery, power takeoff, idle time, short-radius trips). This research provides a rich source of data that can contribute to the development of new tools for FE and modeling, provide DOE a sound basis upon which to make technology investment decisions, and provide a national archive of real-world-based medium-truck operational data to support energy efficiency research. The MTDC project involved a two-part field operational test (FOT). For the Part-1 FOT, three vehicles each from two vocations (urban transit and dry-box delivery) were instrumented for the collection of one year of operational data. The Part-2 FOT involved the towing and recovery and utility vocations for a second year of data collection.

Center for Transportation Research, Argonne National Laboratory, Argonne, Illinois

Extended idling by commercial trucks represents a significant use of our petroleum resources, and much of this oil use could be avoided by installing idle-reduction technologies, by adopting vehicle scheduling policies, or simply by turning the trucks off. Until now, attention has been focused on overnight idling by tractor-trailers with sleepers, which represent a very visible andobvious target for conservation and emission-reduction efforts. However, commercial trucks of all sizes idle for extended periods (0.5 hour or more) during their workdays, for a variety of reasons, such as while drivers wait to pick up or drop off a load or as a means of providing a warm haven for workers fixing utilities or roads in inclement weather. The quantity of petroleumused by such trucks may be far greater than that used by sleepers idling overnight. Although the length of time these vehicles idle is considerably shorter than the 6?10 hours that sleepers idle, the sheer number of vehicles more than makes up for it.</p><p>The sum of overnight and workday idling of trucks may consume well over 2 billion gallons of oil (mostly diesel) annually in the United States. To develop an accurate estimate of idling fuel use, data on vehicles and fleets in many industries would have to be collected. Cost-effective technologies exist for reducing overnight idling, but the fewer hours trucks idle per day while working will be somewhat of a barrier to their use in non-sleepers, because the payback period will be longer than the two years that the trucking industry requires.

National Renewable Energy Laboratory, Golden, Colorado; National Renewable Energy Laboratory, Golden, Colorado

This report summarizes the Department of Energy's Clean Cities coalition accomplishments in 2007, including petroleum displacement data, membership, funding, sales of alternative fuel blends, deployment of AFVs and HEVs, idle reduction initiatives, and fuel economy activities.

National Renewable Energy Laboratory, Golden, Colorado

Each year, the U.S. Department of Energy (DOE) asks Clean Cities coordinators to submit an annual report of their activities and accomplishments for the previous calendar year. Approximately 412 million gallons of gasoline were displaced through the Clean Cities efforts in 2008?14% more than in 2007. This displacement represents the combined results of the activities reported by coalitions (as analyzed by NREL) and the impacts of the Fuel Economy Guide and related activities (as estimated by ORNL). Three major changes were made to the Clean Cities survey this year: E10 is no longer counted toward petroleum displacement goals, coordinators no longer relied on a default assumption for the percent of time flex-fueled vehicles used alternative fuel, and B20 was moved from the AFV to the blends category. The first of these changes substantially reduced the reported petroleum displacement by blends from what they otherwise would have been in 2008. AFVs still accounted for the largest share (48%) of the total 412-million-gallon displacement. Fuel economy impacts (combined impacts of coalition and ORNL activity) were responsible for displacing 129 million gallons. The use of biofuels (ethanol and biodiesel) as fuels for AFVs and in low-level biodiesel blends displaced 100 million gallons, or 24% of the total, and idle reduction and HEV technologies combined to displace 20 million gallons. 2008 was the first year that greenhouse gas (GHG) reductions were estimated for Clean Cities activities. The program kept a total of 2.7 million tons of carbon dioxide equivalent (CO2e) from being emitted to the atmosphere?the equivalent of removing over 507,000 passenger cars from U.S. roads.

National Renewable Energy Laboratory, Golden, Colorado; National Renewable Energy Laboratory, Golden, Colorado

Clean Cities coordinators submit an annual report of their activities and accomplishments for the previous calendar year. Coordinators submit a range of data that characterize the membership, funding, projects, and activities of their coalitions as well as data about sales of alternative fuel blends, deployment of alternative fuel vehicles, hybrid electric vehicles, idle reduction initiatives, and fuel economy activities. NREL analyzes the data and translates them into gasoline reduction impacts.</p><p>Survey results indicate that about 375 million gallons of gasoline were displaced through Clean Citiew efforts in 2006, 50 percent more than in 2005. Alternative fuel vehicles accounted for 71 percent of the reduction. Biofuels (ethanol and biodiesel) used in AFVs displaced 128 million gallons, 34 percent of the total 375 million.

National Renewable Energy Laboratory, Golden, Colorado

After a devastating tornado that destroyed the town of Greensburg, Kansas in May 2007, plans were developed to rebuild the town as a sustainable community. This report focuses on outlining key success factors of infrastructure, alternative vehicles, and alternative and renewable fuels as part of an integrated energy strategy.

U.S. Environmental Protection Agency, Clean School Bus USA. Washington, D.C.

A five-minute training video designed to educate school bus drivers, fleet operators, and school officials about the benefits of reduced idling in school bus operations. It features practical tips for school districts and drivers, plus health information about diesel exhaust.

Notes: Copies of this document can be ordered in VHS or CD (Windows Media Player) format, free-of-charge, from the U.S. EPA Clean School Bus USA page.

Yale University, New Haven, Connecticut; none; Environment and Human Health, Inc., North Haven, Connecticut

Most people assume that the U.S. Environmental Protection Agency is sufficiently protecting air quality by setting limits for chemicals released from vehicles, requiring newer engines to be less polluting, and restricting levels normally found in outdoor air. While the government monitors pollutants at fixed stations, these measurements bear little resemblance to the pollutiuon you and your family experience while moving through daily life. This report examines a variety of harmful effects from air pollution, including that caused by vehicle exhaust. The report focuses on Connecticut.

U.S. Environmental Protection Agency, Washington, D.C.

Heavy duty diesel truck idling contributes significantly to energy consumption in the United States. The EPA initiated a study to quantify long duration idling emissions and fuel consumption rates over a two year period. It performed 42 tests on nine class-8 trucks (model years ranging from 1980s to 2001). Two of those trucks were equipped with 11 hp diesel auxiliary power units (APUs), and one was equipped with a diesel direct fired heater (DFH). The APU powers electrical accessories, heating, and air conditioning, whereas the DFH heats the cab in lieu of truck idling. Results indicate that use of an APU can reduce idling fuel consumption by 50 to 80% and reduce NOx by 89 to 94%. The use of a DFH can reduce fuel consumption by 94 to 96% and reduce NOx by 99%.

Center for Transportation Research, Argonne National Laboratory, Argonne, Illinois; AutoResearch Laboratories, Inc., Chicago, Illinois.

<p>Engine-out emissions from a Volkswagen model TDI engine were measured for three different fuels: neat diesel fuel, a blend of diesel fuel and additives containing 10% ethanol, and a blend of diesel fuel and additives containing 15% ethanol. The test matrix covered five speeds from 1,320 to 3,000 rpm, five torques from 15 Nm to maximum plus the 900-rpm idle condition, and most of the points in the FTP-75 and US-06 vehicle tests. Emissions of particulate matter(PM), nitrogen oxides (NO_x), unburned hydrocarbons (HCs), and carbon monoxide (CO) were measured at each point, as were fuel consumption, exhaust oxygen, and carbon dioxide output.</p><p>PM emissions were reduced up to 75% when ethanol-diesel blends were used instead of neat diesel fuel. Significant reductions in PM emissions occurred over one-half to two-thirds of the test matrix. NO_x emissions were reduced by up to 84%. Although the regions of reduced NO_x emissions were much smaller than the regions of reduced PM emissions, there was considerable overlap between the two regions where PM emissions were reduced by up to 75% and NO_x emissions were reduced by up to 84%. Such simultaneous reduction of both PM and NO_x emissions would be difficult to achieve by any other means. </p><p>HC and CO emissions were also reduced in the regions of reduced PM and NO_x emissions that overlapped. Because the ethanol-diesel blends contain less energy on both a per-unit-mass basis and a per-unit-volume basis, there was a reduction in maximum torque of up to 10% and an increase in brake-specific fuel consumption of up to 7% when these blends were used.</p>