Publications

Argonne National Laboratory, Argonne, Illinois

Consumer preferences are key to the adoption of new vehicle technologies. Barriers to consumer adoption include price and other obstacles, such as limited driving range and charging infrastructure; unfamiliarity with the technology and uncertainty about direct benefits; limited makes and models with the technology; reputation or perception of the technology; standardization issues; and regulations. For each of these non-cost barriers, this report estimates an effective cost and summarizes underlying influences on consumer preferences, approximate magnitude and relative severity, and assesses potential actions, based on a comprehensive literature review. While the report concludes that non-cost barriers are significant, effective cost and potential market share are very uncertain. Policies and programs including opportunities for drivers to test drive advanced vehicles, general public outreach and information programs, incentives for providing charging and fueling infrastructure, and development of technology standards were examined for their ability to address barriers, but little quantitative data exists on the effectiveness of these measures. This is one in a series of reports produced as a result of the Transportation Energy Futures project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for reducing GHGs and petroleum dependence related to transportation.

Argonne National Laboratory, Argonne, Illinois and Oakland University School of Business, Rochester, Michigan

Scenarios of new vehicle technology deployment serve various purposes; some will seek to establish plausibility. This report proposes two reality checks for scenarios: (1) implications of manufacturing constraints on timing of vehicle deployment and (2) investment decisions required to bring new vehicle technologies to market. An estimated timeline of 12 to more than 22 years from initial market introduction to saturation is supported by historical examples and based on the product development process. Researchers also consider the series of investment decisions to develop and build the vehicles and their associated fueling infrastructure. A proposed decision tree analysis structure could be used to systematically examine investors' decisions and the potential outcomes, including consideration of cash flow and return on investment. This method requires data or assumptions about capital cost, variable cost, revenue, timing, and probability of success/failure, and would result in a detailed consideration of the value proposition of large investments and long lead times. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.

Cambridge Systematics, Cambridge, Massachusetts and Argonne National Laboratory, Argonne, Illinois

Truck, rail, water, air, and pipeline modes each serve a distinct share of the freight transportation market. The current allocation of freight by mode is the product of technologic, economic, and regulatory frameworks, and a variety of factors -- price, speed, reliability, accessibility, visibility, security, and safety -- influence mode. Based on a comprehensive literature review, this report considers how analytical methods can be used to project future modal shares and offers insights on federal policy decisions with the potential to prompt shifts to energy-efficient, low-emission modes. There are substantial opportunities to reduce the energy used for freight transportation, but it will be difficult to shift large volumes from one mode to another without imposing considerable additional costs on businesses and consumers. This report explores federal government actions that could help trigger the shifts in modal shares needed to reduce energy consumption and emissions. This is one in a series of reports produced as a result of the Transportation Energy Futures project, a Department of Energy-sponsored multi-agency effort to pinpoint underexplored strategies for reducing GHGs and petroleum dependence related to transportation.

Cambridge Systematics, Cambridge, Massachusetts

Planning initiatives in many regions and communities aim to reduce transportation energy use, decrease emissions, and achieve related environmental benefits by changing land use. This report reviews and summarizes findings from existing literature on the relationship between the built environment and transportation energy use and greenhouse gas emissions, identifying results trends as well as potential future actions. The indirect influence of federal transportation and housing policies, as well as the direct impact of municipal regulation on land use are examined for their effect on transportation patterns and energy use. Special attention is given to the 'four D' factors of density, diversity, design and accessibility. The report concludes that policy-driven changes to the built environment could reduce transportation energy and GHG emissions from less than 1% to as much as 10% by 2050, the equivalent of 16%-18% of present-day urban light-duty-vehicle travel. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.

Cambridge Systematics, Cambridge, Massachusetts

Since the 1970s, numerous transportation strategies have been formulated to change the behavior of drivers or travelers by reducing trips, shifting travel to more efficient modes, or improving the efficiency of existing modes. This report summarizes findings documented in existing literature to identify strategies with the greatest potential impact. The estimated effects of implementing the most significant and aggressive individual driver behavior modification strategies range from less than 1% to a few percent reduction in transportation energy use and GHG emissions. Combined strategies result in reductions of 7% to 15% by 2030. Pricing, ridesharing, eco-driving, and speed limit reduction/enforcement strategies are widely judged to have the greatest estimated potential effect, but lack the widespread public acceptance needed to accomplish maximum results. This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a Department of Energy-sponsored multi-agency project initiated to pinpoint underexplored strategies for abating GHGs and reducing petroleum dependence related to transportation.

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

The 2012 Vehicle Technologies Market Report is the fourth edition of this report, which details the major trends in U.S. light-duty vehicle and medium/heavy truck markets as well as the underlying trends that caused them. This report is supported by the U.S. Department of Energy's (DOE) Vehicle Technologies Office (VTO), and, in accord with its mission, pays special attention to the progress of high-efficiency and alternative-fuel technologies.

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.

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 Climate and Energy Solutions; Arlington, Virginia

Electric vehicles have the potential to decrease our nation's dependence on oil and drastically reduce greenhouse gas emissions from the transportation sector. In an effort to stimulate economic growth, decrease the United States' dependence on oil, and lessen the operating cost of personal transportation, the federal government issued a final rule in 2012 requiring new cars to average 54.5 miles per gallon by 2025. This goal is ambitious and will be difficult to accomplish without significant numbers of alternative fuel vehicles. Several alternative fuels are currently available, but electric vehicles (EVs) are emerging as the predominant alternative for passenger vehicles. While EVs are hitting the market and offer numerous advantages, such as zero tailpipe emissions, lower fuel costs, and the convenience of filling up at home, a number of barriers stand in the way of wide-scale EV deployment.</p><p>This literature review, prepared by the Center for Climate and Energy Solutions, provides an overview of plug-in electric vehicle (PEV) deployment in the Northeast and Mid-Atlantic states. The report assesses current electric vehicle and electric vehicle charging station technology, looks at the state of PEV markets, reviews the benefits of PEV deployment, and identifies the barriers and challenges to PEVs in gaining market acceptance. The literature review is intended to serve as a resource for consumers and policy makers who seek to better understand the nature of electric vehicle deployment in this region and related challenges.

Colorado Energy Office, Denver, Colorado; Researched and assembled by the Antares Group, Inc.

This series of case studies is the product of in-person and telephone interviews with three Colorado fleet managers who use compressed natural gas (CNG) as a vehicle fuel and interviews with other CNG stakeholders. The fleets were selected using criteria that are intended to increase the usefulness of the overall product, including geographic diversity, length of CNG experience, diversity of vehicles, and ownership model. The case studies are based on a framework constructed with broad stakeholder input, designed to provide detailed information on fleet manager experiences with CNG vehicles and fueling infrastructure.</p><p>Featured fleets include the following: Republic Services (Republic), a private sector waste and environmental management firm with a CNG fleet based in the Denver metro area; Denver International Airport (DIA), an airport with more than 15 years of experience with CNG and proven success as a CNG hub; and City of Grand Junction, a Western Slope municipality with a public/private partnership to provide public CNG fueling.

California Center for Sustainable Energy & California Air Resources Board

In the first half of 2012, the California Center for Sustainable Energy (CCSE), in coordination with the California Air Resources Board (ARB), conducted the largest plug-in electric vehicle owner survey in the state's history. Reaching out to more than 2,500 California plug-in electric vehicle owners, CCSE received data from 1,419 unique respondents who provided information on vehicle use, charging behavior, access to public and residential charging infrastructure, fueling costs and household demographics. The data collected by CCSE, in support of the state's Clean Vehicle Rebate Project highlights California's commitment to promoting clean transportation solutions that improve urban air quality, reduce greenhouse gas emissions and offer the state's consumers viable alternatives to conventional gasoline vehicles. The results of the statewide CCSE and ARB survey confirm the early market success as well as the considerable consumer and environmental benefits of electrified vehicles.

Office of Transportation and Air Quality, Environmental Protection Agency, Washington, D.C.

The U.S. Environmental Protection Agency (EPA) is adopting changes to the regulations found in 40 CFR part 85 subpart F for clean alternative fuel conversion manufacturers. This action affects regulations applicable to manufacturers of light-duty vehicle and heavy-duty highway vehicle and engine clean alternative fuel conversion systems. The revisions will streamline the compliance process while maintaining environmentally protective controls.

Oak Ridge National Laboratory, Oak Ridge, Tennessee

The Transportation Energy Data Book (TEDB) is a compendium of data on transportation with an emphasis on energy. Designed for use as a desktop reference, the TEDB was first published in 1976 and has continued to Edition 31. The TEDB is produced by Oak Ridge National Laboratory for the U.S. Department of Energy's Office of Energy Efficiency and Renewable Energy.</p><p>Contents: Chapter 1, Petroleum; Chapter 2, Energy; Chapter 3, All Highway Vehicles and Characteristics; Chapter 4, Light Vehicles and Characteristics; Chapter 5, Heavy Vehicles and Characteristics; Chapter 6, Alternative Fuel and Advanced Technology Vehicles and Characteristics; Chapter 7, Fleet vehicles and Characteristics; Chapter 8, Household Vehicles and Characteristics; Chapter 9, Nonhighway Modes, including airplanes, ships and railroads; Chapter 10, Transportation and the Economy; Chapter 11, Greenhouse Gas Emissions; and Chapter 12, Criteria Air Pollutants.

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.

Breakthrough Technologies Institute, Inc., Washington, DC

Fuel cells are electrochemical devices that combine hydrogen and oxygen to produce electricity, water, and heat. Unlike batteries, fuel cells continuously generate electricity, as long as a source of fuel is supplied. Fuel cells do not burn fuel, making the process quiet, pollution-free and two to three times more efficient than combustion. A fuel cell system can be a truly zero-emission source of electricity, when the hydrogen is produced from non-polluting sources. This report provides an overview of trends in the fuel cell industry and markets, including product shipments, market development, and corporate performance in 2011.

U.S. Energy Information Administration

The projections in the U.S. Energy Information Administration's (EIA's) Annual Energy Outlook 2012 (AEO2012) focus on the factors that shape the U.S. energy system over the long term. Under the assumption that current laws and regulations remain unchanged throughout the projections, the AEO2012 Reference case provides the basis for examination and discussion of energy production, consumption, technology, and market trends and the direction they may take in the future. It also serves as a starting point for analysis of potential changes in energy policies. But AEO2012 is not limited to the Reference case. It also includes 29 alternative cases (see Appendix E, Table E1), which explore important areas of uncertainty for markets, technologies, and policies in the U.S. energy economy. Many of the implications of the alternative cases are discussed in the "Issues in focus" section of this report.</p><p>Key results highlighted in AEO2012 include continued modest growth in demand for energy over the next 25 years and increased domestic crude oil and natural gas production, largely driven by rising production from tight oil and shale resources. As a result, U.S. reliance on imported oil is reduced; domestic production of natural gas exceeds consumption, allowing for net exports; a growing share of U.S. electric power generation is met with natural gas and renewables; and energy-related carbon dioxide emissions remain below their 2005 level from 2010 to 2035, even in the absence of new Federal policies designed to mitigate greenhouse gas (GHG) emissions.

National Renewable Energy Laboratory, Golden, Colorado

This guidebook addresses the primary requirements of the Alternative Fuel Transportation Program to help state and alternative fuel provider fleets comply with the Energy Policy Act via the Standard Compliance option. It also addresses the topics that covered fleets ask about most frequently.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy (DOE) regulates covered state and alternative fuel provider fleets under the Energy Policy Act of 1992, as amended. For model year (MY) 2010, the compliance rate for the 2911 covered SFP fleets was 100%. Fleets used either Standard Compliance or Alternative Compliance. The 279 fleets that used Standard Compliance exceeded their aggregate MY 2010 acquisition requirements by 61%. The 12 covered fleets that complied using Alternative Compliance exceeded their aggregate MY 2010 petroleum-use-reduction requirements by 89%. Overall, DOE saw modest decreases from MY 2009 in biodiesel fuel use credits earned and in the number of light-duty vehicles acquired. Compared to years before MY 2009, these rates were far lower. Because covered fleets acquired fewer new vhicles overall in MY 2010, the requirement for alternative fuel vehicles, which is proportional to new acquisitions, also dropped.

Oak Ridge National Laboratory

This report details the major trends in U.S. light-duty vehicle and medium/heavy truck markets as well as the underlying trends that caused them. This report is supported by the U.S. Department of Energy?s (DOE) Vehicle Technologies Program (VTP), and, in accord with its mission, pays special attention to the progress of high-efficiency and alternative fuel technologies.<p>This third edition since this report was started in 2008 offers several marked improvements relative to its predecessors. Most significantly, where earlier editions of this report focused on supplying information through an examination of market drivers, new vehicle trends, and supplier data, this edition uses a different structure. After opening with a discussion of energy and economics, this report features a section each on the light-duty vehicle and heavy/medium truck markets, and concluding with a section each on technology and policy. In addition to making this sectional re-alignment, this year's edition of the report also takes a different approach to communicating information. While previous editions relied heavily on text accompanied by auxiliary figures, this third edition relies primarily on charts and graphs to communicate trends. Any accompanying text serves to introduce the trends communicated by the graphics and highlights any particularly salient observations.

Washington State Department of Transportation, Olympia, Washington

Transportation Synthesis Reports (TSRs) are brief summaries of currently available information on topics of interest to WSDOT staff. Online and print sources may include newspaper and periodical articles, NCHRP and other TRB programs, AASHTO, the research and practices of other state DOTs and related academic and industry research. Internet hyperlinks in the TSRs are active at the time of publication, but host server changes can make them obsolete.

U.S. Department of Agriculture

This brochure provides an overview of USDA's energy related programs and how USDA collaboration efforts are making a measurable impact in the world of renewable energy.

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

EPA is streamlining the process by which manufacturers of clean alternative fuel conversion systems may demonstrate compliance with vehicle and engine emissions requirements. Specifically, EPA is revising the regulatory criteria for gaining an exemption from the Clean Air Act prohibition against tamperingfor the conversion of vehicles and engines to operate on a clean alternativefuel. This final rule creates additional compliance options beyond certification that protect manufacturers of clean alternative fuel conversion systems against a tampering violation, depending on the age of the vehicle orengine to be converted. The new options alleviate some economic and proceduralimpediments to clean alternative fuel conversions while maintainingenvironmental safeguards to ensure that acceptable emission levels from converted vehicles are sustained.

National Renewable Energy Laboratory, Golden, Colorado

The Alternative Motor Fuels Act of 1988 (AMFA) pioneered requiring federal fleets to acquire alternative fuel vehicles (AFVs). Requiring fleets to acquire light-duty vehicles that could be fueled by alcohol or natural gas spurred AFV markets and research. The Energy Policy Act (EPAct) of 1992 and later legislation broadened AMFA by quantifying requirements for certain fleets to acquire AFVs, use alternative fuels, and employ petroleum-reduction technologies. The same legislation authorized DOE to create the voluntary Clean Cities initiative to help regulated and non-regulated fleets reduce petroleum consumption.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. Department of Energy (DOE) regulates covered state and alternative fuel provider (SFP) fleets under the Energy Policy Act of 1992 (EPAct). In model year (MY) 2009, the compliance rate for the 3021 covered SFP fleets was 100% as of July 15, 2010. All fleets used either Standard Compliance or Alternative Compliance. The 293 fleets that used Standard Compliance exceeded their aggregate MY 2009 acquisition requirements by 51%. The nine covered fleets that used Alternative Compliance exceeded their aggregate MY 2009 petroleum-use-reduction requirements by 80%. Overall, DOE saw significant decreases from MY 2008 in biodiesel fuel use credits earned and in the number of light-duty vehicles (LDVs) acquired. Because covered fleets acquired fewer new vehicles overall in MY 2009, the requirement for alternative fuel vehicles(AFVs)2, which is proportional to new acquisitions, also dropped.

Washington State Department of Commerce, Olympia, Washington; Puget Sound Regional Council, Seattle, Washington

In 2009 the Washington State Legislature enacted a new law designed to encourage electric vehicles. To create a consistent regulatory framework that would help this industry grow across Washington State, the legislature required the Puget Sound Regional Council and Department of Commerce to develop guidance for local governments. To meet this requirement, a broad-based technical advisory committee made up of local governments, charging equipment vendors, utilities, ports, state agencies, and consumer interests was formed. The state's new electric vehicle law requires that all local governments in Washington State allow electric vehicle charging stations in most of their zoning categories. Allowing charging stations creates the need to address a number of issues beyond zoning. These include on-street and off-street signage, charging station design standards, parking enforcement, accessibility for all users, SEPA exemptions, and more. These issues are addressed in this document.

Clean Cities, National Renewable Energy Laboratory, Golden, Colorado

The Alternative Fuels and Advanced Vehicles Data Center was created in 1991 and has evolved into an information center about alternative fuels and advanced vehicles for Clean Cities coalitions, private and public fleets, and consumers.

Clean Cities, National Renewable Energy Laboratory, Golden, Colorado

The Alternative Fuels and Advanced Vehicles Data Center was created in 1991 and has evolved into an information center about alternative fuels and advanced vehicles for Clean Cities coalitions, private and public fleets, and consumers.

Office of Transportation and Air Quality, Environmental Protection Agency, Washington, D.C.

The U.S. Environmental Protection Agency is finalizing revisions to the National Renewable Fuel Standard program (commonly known as the RFS program). This rule makes changes to the Renewable Fuel Standard program as required by the Energy Independence and Security Act of 2007 (EISA). The revised statutory requirements establish new specific annual volume standards for cellulosic biofuel, biomass-based diesel, advanced biofuel, and total renewable fuel that must be used in transportation fuel. The revised statutory requirements also include new definitions and criteria for both renewable fuels and the feedstocks used to produce them, including new greenhouse gas (GHG) emission thresholds as determined by lifecycle analysis. The regulatory requirements for RFS will apply to domestic and foreign producers and importers of renewable fuel used in the U.S.

White House, Washington, D.C.

In order to create a clean energy economy that willincrease our Nation?s prosperity, promote energy security, protect the interests of taxpayers, and safeguard the health of our environment, the Federal Government must lead by example. It is therefore the policy of the United States that Federal agencies shall increase energy efficiency; measure, report, and reduce their greenhouse gas emissions from direct and indirect activities; conserve and protect water resources through efficiency, reuse, andstormwater management; eliminate waste, recycle, and prevent pollution;leverage agency acquisitions to foster markets for sustainable technologiesand environmentally preferable materials, products, and services; design,construct, maintain, and operate high performance sustainable buildingsin sustainable locations; strengthen the vitality and livability of the communities in which Federal facilities are located; and inform Federal employees about and involve them in the achievement of these goals.

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

This document discusses the various federal environmental requirements that may apply to commercial biodiesel production facilities located in Iowa, Kansas, Missouri, or Nebraska that use the transesterification process. It also provides information on specific environmental laws including the Clean Water Act, the Safe Drinking Water Act, the Resource Conservation and Recovery Act, the Renewable Fuel Standard, and the Clean Air Act. Note that state or local requirements may be more stringent than federal requirements and are outside the scope of this document.

National Renewable Energy Laboratory, Golden, Colorado

The U.S. government provides several tax incentives for purchasing alternative fuel, hybrid electric, and fuel cell vehicles; installing alternative fueling infrastructure; and producing, selling, or using alternative fuels. The IRS has defined alternative fuels as liquefied petroleum gas (LPG); compressed natural gas (CNG); liquefied natural gas (LNG); liquefied hydrogen; liquid fuel derived from coal through the Fischer-Tropsch process; liquid hydrocarbons derived from biomass including ethanol, biodiesel, and renewable diesel; and P-series fuels. Current federal tax incentives are outlined in this fact sheet.

U.S. Congress, Washington, D.C.

The Energy Independence and Security Act (EISA) of 2007 put into law many of the provisions of Executive Order 13423. The goal of the EISA law is to move the United States toward greater energy independence and security, to increase production of clean renewable fuels, to protect consumers, to increase the efficiency of products, buildings, and vehicles, to promote research on and deploy greenhouse gas capture and storage options, and to improve the energy performance of the Federal Government.

Environmental Protection Agency, Washington, D.C.

This fact sheet issued by EPA is a Regulatory Impact Analysis of EPA's proposed revisions to the National Ambient Air Quality Standards for Ground-Level Ozone that were proposed on June 20, 2007. This RIA estimates potential benefits and costs of reaching a standard, in the year 2020, in the range proposed by EPA (0.070 to 0.075 parts per million); and at two other levels on which the agency is taking comment (0.065 ppm and 0.079 ppm).</p><p>The estimates in the RIA are not intended to be precise predictions of control measures, costs, or benefits of implementing revised standards. Rather, they are intended to inform the public about the relative magnitude of the potential benefits and costs of reducing pollution to meet alternative ozone standards.

White House, Washington, D.C.

Executive Order 13423, titled Strengthening Federal Environmental, Energy, and Transportation Management, makes it policy that Federal agencies conduct their transportation, and energy-related activities under the law in an environmentally, economically, and fiscally sound manner. Specifically regarding transportation, "ensure that, if the agency operates a fleet of at least 20 motor vehicles, the agency, relative to agency baselines for fiscal year 2005, (i) reduces the fleet's total consumption of petroleum products by 2 percent annually through the end of fiscal year 2015; (ii) increases the total fuel consumption that is non-petroleum-based by 10 percent annually; and (iii) uses plug-in hybrid (PIH) vehicles when PIH vehicles are commercially available at a cost reasonably comparable on the basis of life-cycle cost to non-PIH vehicles."

Notes: Executive Order 13423 specifically revokes E.O. 13101; E.O. 13123; E.O. 13134; E.O. 13148; and E.O. 13149.

U.S. Department of Energy, Washington, D.C.

The Energy Policy Act of 2005 (EPACT), signed by President Bush on August 8, 2005, offers consumers and businesses federal tax credits beginning in January 2006 for purchasing fuel-efficient hybrid-electric vehicles and energy-efficient appliances and products. Most of these tax credits remain in effect through 2007. Buying and driving a fuel-efficient vehicle and purchasing and installing energy-efficient appliances and products provide many benefits such as better gas mileage, meaning lower gasoline costs, fewer emissions, lower energy bills, increased indoor comfort, and reduced air pollution. Some consumers will also be eligible for utility or state rebates, as well as state tax incentives for energy-efficient homes, vehicles and equipment.

Internal Revenue Service, Washington, D.C.

<p>On January 13, 2006, the Internal Revenue Service (IRS) issued guidance regarding the tax credits for light-duty (less than 8,500 lbs. GVWR) lean-burn and hybrid electric vehicles. The guidance establishes the procedures that manufacturers must use to certify that their vehicles qualify for the tax credit. The IRS plans to issue additional guidance at a later date to address procedures for qualifying alternative fuel vehicles, fuel cell vehicles, and heavy-duty hybrid vehicles.</p><p>The guidance provides procedures whereby a manufacturer may certify to the IRS that its vehicles qualify for the tax credits enacted in EPAct 2005. The guidance also provides procedures for reporting on the total number of qualifying vehicles that have been sold. Upon receiving the required information, the IRS will issue an acknowledgement. A manufacturer that has submitted the proper certification and received an acknowledgement from the IRS may then certify to customers/puchasers that the vehicles qualify for tax credits. For taxpayers to claim the credit, they must place the vehicle in service after December 31, 2005. The taxpayer also must be the original user of the vehicle (first purchaser or lessee) and the vehicle must be predominately used in the U.S.</p>

National Renewable Energy Laboratory, Golden, Colorado

<p>In model year (MY) 2004, covered state and alternative fuel provider (S&FP) fleets that report to the U.S. Depart- ment of Energy (DOE) complied with Energy Policy Act of 1992 (EPAct) fleet provisions (10 CFR Part 490) by:</p><ul><li>Acquiring more than 7,800 alternative fuel vehicles (AFVs)</li><li>Earning 1,600 biodiesel credits </li><li>Trading more than 1,300 AFV credits.</li></ul><p>Results published in this report show that fleets continue to successfully meet their EPAct requirements by using alternative fuel technologies. The S&FP program continues to see increases in biodiesel use and credit purchases by covered fleets. Additionally, the need for exemptions fell and, for the first time in several years, the number of new light-duty vehicles (LDVs) acquired by fleets increased, as fleets appear to be buying a higher proportion of new vehicles.</p>

National Renewable Energy Laboratory. Golden, Colorado

In the summer of 2004, EPAct and Clean Cities worked together to develop a course to teach trainers how to educate fleet drivers on the use of alternative fuels and vehicles. This manual features the information presented in the classes, including the safe use of four alternative fuels: biodiesel, compressed natural gas, (CNG), E85, (85% ethanol, 15% gasoline), and propane.

The Energy Policy Act of 2005 (EPACT 2005) included measuring governing energy efficiency, renewable energy, oil and gas use, clean coal power, nuclear energy, and vehicles and fuels including the use of alternative fuels, hybrid vehicles, fuel cell buses, clean fuel school buses, automobile efficiency, and diesel emissions reduction.

National Renewable Energy Laboratory. Golden, Colorado

This fact sheet describes the growth of the use of biofuels like ethanol and biodiesel in North Carolina to satisfy EPAct state and alternative fuel provider requirements.

National Renewable Energy Laboratory. Golden, Colorado

Faced with serious air quality problems, Washington, D.C., has established an aggressive alternative fuel vehicle (AFV) acquisition policy that surpasses Energy Policy Act(EPAct) requirements. Innovative fueling system technology enables an even more impressive feat-100% alternative fuel use in the city's AFVs. Keenly aware of its unique leadership role, Washington is spreading AFV use throughout its metropolitan area and setting an example of alternative fuel success for the nation.

National Renewable Energy Laboratory. Golden, Colorado

Minnesota is a national leader in the use of alternative fuels. This corn-belt state requires a 10% ethanol blend (E10) in all its gasoline, and E85 (85% ethanol, 15% gasoline) is available at more than 100 fueling stations statewide. It recently enacted ambitious petroleum reduction goals for its state fleets. Two of the state fleets finding success with alternative fuels are the Minnesota Department of Natural Resources (DNR) and the Pollution Control Agency (MPCA).

National Renewable Energy Laboratory. Golden, Colorado

This fact sheet explains how New York is achieving its Energy Policy Act of 1992 (EPAct) and Executive Order (E.O.) 111 goals through diverse AFV acquisitions, expanded alternative fuel infrastructure, innovative public-private partnerships, and enthusiastic support from the Governor's Office.

Congressional Research Service, Washington, D.C.

Three key laws, the alternative Motor Fuels Act of 1988 (P.L. 100-494), the Clean Air Act Amendments of 1990 (P.L. 101-549), and the Energy Policy Act of 1992 (P.L. 102-486), as well as three Executive Orders, support the development and commercialization of alternative fuels and alternative fuel vehicles. These legislative acts and administrative actions provide tax incentives to purchase AFVs, promote the expansion of alternative fueling infrastructure, and require the use of AFVs by various public and private entities.

National Renewable Energy Laboratory. Golden, Colorado

The state of Missouri Department of Transportation (MoDOT) found an innovative way to cash in on its excess alternative fuel vehicle (AFV) credits. MoDOT uses the Missouri Biodiesel Fuel Revolving Fund to bank funds earned from selling excess EPAct credits and uses the money to offset the incremental costs of using biodiesel. In fiscal year (FY) 2004, MoDOT&#39;s efforts to expand its biodiesel program resulted in the fleet&#39;s use of 804,693 gallons of B20 (20% biodiesel, 80% petroleum diesel). The department plans to continue to use the fuel and will expand its use of B20 to 75% of its diesel fleet by July 2005.

National Renewable Energy Laboratory. Golden, Colorado

The Energy Policy Act (EPAct) fleet requirements were passed by Congress on October 24, 1992, with the goals of enhancing our nation&#39;s energy security and improving air quality. The Act, officially known as Public Law 102-486, includes provisions addressing all aspects of energy supply and demand, including energy efficiency, alternative fuels, and renewable energy. It also includes more traditional forms of energy such as coal, oil, and nuclear power. Several parts, or titles, of EPAct were designed to encourage the use of alternative transportation fuels (not derived from petroleum) that could help reduce dependence on imported oil.

National Renewable Energy Laboratory, Golden, Colorado

In model year (MY) 2003, covered state and alternative fuel provide (S&FP) fleets that report to the U.S. Department of Energy (DOE) complied with Energy Policy Act of 1992 (EPAct) fleet provisions (10 CFR Part 490) by: <ul> <li>Acquiring more than 8,100 alternative fuel vehicles (AFVs),</li> <li>Purchasing more than 2.2 million gallons of biodiesel, and</li> <li>Trading more than 1,200 AFV credits.</li> </ul> <p>Results published in this report show that fleets continue to successfully use alternative fuel technologies to carry out their business activities. Some fleets have demonstrated initiatives to go beyond the scope of EPAct by not only purchasing more AFVs and alternative fuels than required, but providing alternative fuels to other fleets and developing new vehicle technologies that could help regulated fleets.</p>

Clean Air Act of 1990 with amendments through January 2004

U.S. Department of Transportation, Washington, D.C.

This report has been developed in accordance with the Energy Policy Act of 1992 (EPACT) (42 U.S.C. 1321 I-1321 9) as amended by the Energy Conservation Reauthorization Act of 1998 (Public Law 105388) (ECRA), and Executive Order 13149, titled "Greening the Government through Transportation and Fleet Efficiency (E.O. 13149)."

National Renewable Energy Laboratory, Golden, Colorado

This fact sheet features the success stories of four fleets covered under the EPAct State & Alternative Fuel Provider and Federal Fleets Programs.

National Renewable Energy Laboratory, Golden, Colorado

The Energy Policy Act of 1992 (EPAct) established the State & Alternative Fuel Provider (S&FP) Program, which requires state governments and alternative fuel providers to acquire alternative fuel vehicles (AFVs). Since the inception of the program, covered fleets across the United States have collectively acquired more than 60,000 AFVs. This report summarizes fleet acquisition statistics for model year (MY) 2001 and program accomplishments during fiscal year (FY) 2002.

National Renewable Energy Laboratory, Golden, Colorado

Bi-annual newsletter features articles on HEV/LSV compliance advisory, biodiesel fuel use growth in 2000, Texas Department of Transportation, and the Credit Trades Bulletin Board.

U.S. Department of Energy, Energy Efficiency and Renewable Energy, Office of Technology Utilization, Washington, DC

U.S. Government

Executive Order 13149 was issued by President of the United States of America William J. Clinton on April 21, 2000, to ensure that the Federal Government exercised leadership in the reduction of petroleum consumption through improvements in fleet fuel efficiency and the use of alternative fuel vehicles and alternative fuels. EO 13149 revoked EO 13031.

Notes: EO 13149 revoked EO 13031. EO 13149 was revoked by EO 13423.

General Accounting Office

with the first deadline approaching for EPAct's petroleum replacement goals the GAO was asked to review progress towards achieving EPACT goals. gao was asked to determine the progress made in acquiring alternative fuel vehicles and using altnerative fuels to meeting the act's fuel replacement goals. Also, GAO determined the impediments to using alternative fuel vehicles and the measures that can be taken to address those impediments in order to reach the act's replacement goals.

National Renewable Energy Lab., Golden, CO

In an effort to reduce national dependence on imported oil and to improve urban air quality, the U.S. Department of Energy (DOE) is promoting the development and deployment of alternative fuels and alternative fuel vehicles (AFVs). To support this activity, DOE has directed the National Renewable Energy Laboratory (NREL) to develop and conduct projects to evaluate the performance and acceptability of light-duty AFVs compared to similar gasoline vehicles. As part of this effort, NREL has undertaken a number of evaluation projects, including conducting telephone surveys with fleet managers and drivers of AFVs in the federal fleet. This report summarizes the results of the survey of state and city government fleet managers.

National Renewable Energy Lab., Golden, CO

Vehicles that run onfuels other than gasoline, or "alternative fuel" vehicles (AFVs), offer great promise for improving air quality and lessening our nation's dependence on imported oil. But if they are to fulfill this promise and replace traditional gasoline vehicles on a large scale, they must meed the needs of the people using them, and consumers must have access to"real-world" information about them. Do they drive as well as gasoline vehicles? Are their refueling stations as convenient as the corner gas station? Can we expect the same reliability that we've come to expect from our gasoline vehicles? How better to answer these questions than to ask the people who are actually running the AFVs? So in 1996, the National Renewable Energy Laboratory (NREL), a U.S. Department of Energy (DOE) national labortory, designed a nationwide study to capture the opinions of federal fleet managers and drivers onthe performance, reliability, driveability, and acceptability of AFVs. NREL put together this short brochure to serve as a "quick look" summaryof the surveys and their results.

National Renewable Energy Lab., Golden, CO

This issue includes articles on 1) Cummins' Heavy-Duty Propane Engine Receives 1999 EPA CFFV LEV Certification

U.S. Environmental Protection Agency, Washington, DC

The purpose of this document is to revise the U.S. Environmental Protection Agency's (EPA's) Addendum to Mobile Source Enforcement Memorandum 1A policy for motor vehicles and motor vehicle engines originally designed to operate on gasoline or diesel fuel and subsequently modified to operate exclusively or in conjunction with compressed natural gas (CNG) or liquefied petroleum gas (LPG or propane).

National Renewable Energy Lab., Golden, CO

This issue includes articles on 1) Ethanol Fuel Demosntration in Hennepin County, Minnesota 2) EPA Revises Tampering Policy for Conversions 3) Evolution of the ATA's Alternative Fuels Task Force 4) John Deere Introduces Two new natural Gas Engines 5) Alternative Fuel Taxes Reduced in Taxpayer Relief Act of 1997 6) EPA Reference Guide to Emissions Standards

National Renewable Energy Lab., Golden, CO

In an effort to reduce national dependence on imported oil and to improve urban air quality, the U.S. Department of Energy (DOE) is promoting the development and deployment of alternative fuels and alternative fuel vehicles (AFVs). To support this activity, DOE has directed the National Renewable Energy Laboratory (NREL) to develop and conduct projects to evaluate the performance and acceptability of light-duty AFVs compared to similar gasoline vehicles. As part of this effort, NREL has undertaken a number of evaluation projects, including conducting telephone surveys with fleet managers and drivers of AFVs in the federal fleet. This report summarizes the results of the survey of fleet managers.

U.S. Environmental Protection Agency, Washington, DC

The purpose of this document is to clarify and revise the U.S. Environmental Protection Agency's (EPA's) "tampering" enforcement policy for motor vehicles and motor vehicle engines originally designed to operate on gasoline or diesel fuel and subsequently modified to operate exclusively or in conjunction with compressed natural gas (CNG) or liquefied petroleum gas (LPG or propane).

National Renewable Energy Lab., Golden, CO

In an effort to reduce national dependence on imported oil and to improve urban air quality, the U.S. Department of Energy (DOE) is promoting the development and deployment of alternative fuels and alternative fuel vehicles (AFVs). To support this activity, DOE has directed the National Renewable Energy Laboratory (NREL) to develop and conduct projects to evaluate the performance and acceptability of light-duty AFVs compared to similar gasoline vehicles. As part of this effort, NREL has undertaken a number of evaluation projects, including conducting telephone surveys with fleet managers and drivers of AFVs in the federal fleet. This report summarizes the results of the survey of fleet managers.

Office of Transportation Technologies

This report is the first of two technical and policy analyses required by EPAct section 506.

National Renewable Energy Lab., Golden, CO

This issue includes articles on: 1) the development of an interstate clean transportation corridor; 2) a Congressional task force that is addressing natural gas vehicle R&D concerns; 3) a midwest ethanol demonstration project; 4) Caterpillar's introduction of new dual-fuel engines; 5) a report on gas composition issues for natural gas vehicles and fueling stations; 6) NGVC's testimony before the House Oversight and Investigation Committee; and 7) DOE's Biodiesel Research and Development Program's search for industry partnerships in the heavy-duty sector.

National Renewable Energy Lab., Golden, CO

This issue includes articles on: 1) industry and education experts working together to establish alternative fuel vehicle (AFV) technician training standards; 2) developing liquefied natural gas (LNG) refuse trucks; 3) breaking down the barriers to alternative fuels; 4) the I-35 Corridor Coalition's support of LNG; 5) the Midwest Ethanol Demonstration Project; and 6) Detroit Diesel's development of a propane engine.

U.S. Department of Transportation, Federal Highway Administration, Washington, DC

The Congestion Mitigation and Air Quality Improvement (CMAQ) program has been a hallmark of innovation and flexibility under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). By targeting transportation funding to air quality improvement, it is also unique. The CMAQ program has transferred a far greater percentage of funds to transit improvements than any other "flexible funding" program in ISTEA. In addition, the CMAQ program has created opportunities to build new partnerships in the public and private sectors. This brochure highlights several exemplary projects that received CMAQ funds. These projects provide a range of benefits in addition to improved air quality and mobility.

U.S. Department of Transportation, Federal Highway Administration, Washington, DC

The Congestion Mitigation and Air Quality Improvement (CMAQ) program has been a hallmark of innovation and flexibility under the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). By targeting transportation funding to air quality improvement, it is also unique. The CMAQ program has transferred a far greater percentage of funds to transit improvements than any other "flexible funding" program in ISTEA. In addition, the CMAQ program has created opportunities to build new partnerships in the public and private sectors.

National Renewable Energy Lab., Golden, CO

This issue includes articles on: 1) New Natural Gas powered Trucks Available in 1996; 2) Truck Standards in the Works; 3) Cummins Announces New Natural Gas Engine; 4) LNG Pavilion to Travel the Nation; 5) Weight Limits Challenge LNG Adoption

National Renewable Energy Lab., Golden, CO

This issue includes articles on: 1) a debate over the LNG tax rate ruling; 2) incentives for clean HD engines; 3) LNG demonstration programs; 4) Cummins announcement of a new natural gas engine.

This excerpt from the Federal Register provides regulations pertaining to labeling requirements for alternative fuels and alternative fueled vehicles.

U.S. Department of Energy, Washington, DC

The Energy Policy Act (EPACT) of 1992 gave the U.S. Department of Energy (DOE) the means to expand research and development in the transportation sector and to create programs for accelerating the large-scale introduction of alternative fuel vehicles (AFVs). Through these programs, DOE - together with other Federal agencies - is actively building partnerships to fortify our nation's transportation system with the fuels and technologies it will need for the future. This booklet presents background on the Energy Policy Act as it relates to transportation and an overview of DOE's integrated, five-point approach to fulfilling the EPACT mandates.

Congressional Research Service, Washington, DC

The purpose of this report is to roughly estimate the impact on the market potential for alternative fuels of three highway tax policy options: 1) to equalize on an energy equivalency basis the tax at a level equal to gasoline; 2) to remove the tax completely from the alternatives; and 3) to equalize at an intermediate level.

Office of the President of the United States, Washington, D.C.

President Clinton orders federal agencies to increase purchase of alternative fuel vehicles by 50% over requirements set forth in the Energy Policy Act of 1992.

This act is intended to provide for improved energy efficiency. It includes provisions for the following: energy efficiency; alternative fuels - general; alternative fuels - non-federal programs; availability and use of replacement fuels, alternative fuels, and alternative fueled private vehicles; electric motor vehicles; electricity; high-level radioactive waste; United States enrichment corporation; remedial action and uranium revitalization; uranium enrichment health, safety, and environment; renewable energy; coal; strategic petroleum reserve; octane display and disclosure; global climate change; additional federal power act provisions; oil pipeline regulatory reform; general provisions - reduction of oil vulnerability; energy and environment; energy and economic growth; policy and administrative provisions; non-federal power act hydropower provisions; coal, oil, and gas; Indian energy resources; insular areas energy security; nuclear plant licensing; and additional nuclear energy provisions.

Interagency Commission on Alternative Motor Fuels

This final report of the Interagency Commission on Alternative Motor Fuels describes progress to date in implementing the provisions of the Alternative Motor Fuels Act of 1988 (AMFA; Public Law 100-494). The purpose of AMFA is to help achieve energy security, improve air quality, and encourage the production of methanol-, ethanol-, and natural-gas-powered motor vehicles by encouraging the development and widespread consumer use of methanol, ethanol, and natural gas as transportation fuels. AMFA seeks to help alternative transportation fuels reach the threshold level of commercial application and consumer acceptability at which they can successfully compete with petroleum-based transportation fuels.

Notes: Report based on studies performed by Oak Ridge National Lab., Oak Ridge, TN; Argonne National Lab., Argonne, IL; EA Eastern Division; Carlton Enterprises

Notes: Revoked by EO 13123