Nearly $3.8 billion in Funding and Technical Assistance Available for State, Local, and Tribal Governments

Nearly $3.8 billion of funding and technical assistance is available for state, local, and tribal governments from the Department of Transportation (DOT), Federal Transit Administration (FTA), U.S. Environmental Protection Agency (EPA), Department of Energy (DOE), Department of the Interior (DOI), and the Department of Commerce (DOC) that can be used to support climate and energy initiatives, including economic development, sustainable communities, green infrastructure, and water efficiency. For full eligibility and application details, please visit the links provided below.

In addition, please visit the calendar of 2014 EPA grant opportunities that may be of particular interest to communities.

Special Announcement: DOE Notice of Intent to Issue Funding Opportunity Announcement for State Energy Program 2014 Competitive Awards

The U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy (EERE) has released a notification of intent to issue a funding opportunity announcement for the State Energy Program 2014 Competitive Awards. DOE seeks to fund projects in two areas of interest: 1) State Energy Planning, and 2) Opportunities for Innovative Energy Efficiency and Renewable Energy Practices. EERE plans to issue the funding opportunity announcement on or about April 21, 2014, via FedConnect and Grants.gov. Please note that only states are eligible to apply for these awards.
                     
INVEST Implementation Projects – Round 2 ~ $150,000 (with a 100 percent Non-federal match)

• Letter of Interest Due: March 28, 2014
• Eligible Entities: State DOTs, metropolitan planning organizations (MPOs), and federal lands. 

The Department of Transportation is making available funds to support INVEST (Infrastructure Voluntary Evaluation Sustainability Tool)—a practical, web-based, collection of voluntary best practices and criteria designed to help transportation agencies integrate sustainable practices into their projects. Funding will support eligible entities using INVEST to review operations and maintenance programs at the district or statewide level. Additionally, funding will help assess and improve the sustainability of specific transportation projects under development, or learn from projects already completed. The intent of this research funding opportunity is to develop case studies and analysis showing sustainability improvements from INVEST.
For more information, visit the funding opportunity description.
    
Resilience Projects in Response to Hurricane Sandy– $3 billion

• Application Due: March 28, 2014
• Eligible Entities: Eligible applicants must be located in or provide public transportation service in one of the areas affected by Hurricane Sandy, which are defined as areas for which President Obama declared a major disaster under the Stafford Act in response to Hurricane Sandy. Eligible entities include state and local governments, federally recognized tribes, authorities and public transportation agencies that receive funding through FTA formula programs, other entities responsible for an eligible public transportation capital project that enter into a sub-recipient arrangement with an existing FTA grantee, and entities that provide intercity passenger rail service.

The Federal Transit Administration is soliciting proposals for resilience projects, defined as those projects designed and built to address current and future vulnerabilities to a public transportation facility or system due to future occurrence or recurrence of emergencies or major disasters that are likely to occur in the geographic area in which the public transportation system is located. This resilience funding is intended to protect public transportation infrastructure that has been repaired or rebuilt after Hurricane Sandy or that is at risk of being damaged or destroyed by a future natural disaster.
For more information, visit the funding opportunity description.

Vehicle Technologies Program – $51.4 million

• Application Due: April 1, 2014
• Eligible Entities: State and local governments, federally recognized tribes, public nonprofit institutions/organizations (includes public institutions of higher education and hospitals) and private nonprofit institutions/organizations (includes private institutions of higher education and hospitals) located in the United States and U.S. territories or possessions.

The Vehicle Technologies Office from the Department of Energy supports a broad research, development, and deployment technology portfolio focused on reducing the cost and improving the performance of a mix of near- and long-term vehicle technologies including advanced batteries, power electronics and electric motors, lightweight and propulsion materials, advanced combustion engines, advanced fuels and lubricants, and other enabling technologies. Specifically, activities are aimed at improving vehicle technologies such as powertrains, fuel, tires, and auxiliary systems. This Funding Opportunity Announcement contains a total of 14 areas of interest in the general areas of advanced light-weighting; advanced battery development; power electronics; advanced heating, ventilation, air conditioning systems; and fuels and lubricants.
For more information, visit the funding opportunity description.
         
Coastal Resilience Networks Grant– $300,000

• Application Due: April 11, 2014
• Eligible Entities: Nonprofits, federally recognized tribes, state and local governments, small businesses, for-profit organizations other than small businesses, public and state-controlled institutions of higher education.

The Department of Commerce is soliciting grant proposals from eligible organizations to implement activities that enhance resilience of coastal communities to natural hazard and climate risks through a local, regional, or national network. Proposals submitted in response to this announcement shall provide beneficial public outcomes for coastal communities related to addressing existing and future risks to the natural environment, infrastructure, local economies, and vulnerable populations. Proposals must also leverage, enhance, or create a human or technical network in which one or more coastal hazard issues can be addressed through partnerships to enhance communication, cooperation, coordination, and/or collaboration.
For more information, visit the funding opportunity description.

Pollution Prevention Information Network (PPIN) Grant– $700,000

• Application Due: April 15, 2014
• Eligible Entities: State governments, federally recognized tribes, the District of Columbia, the U.S. Virgin Islands, the Commonwealth of Puerto Rico, any territory or possession of the United States, any agency or instrumentality of a state, and state colleges and universities.

The Pollution Prevention Information Network (PPIN) grant program funds regional centers that serve both regional and national pollution prevention information needs. Grantees determine audience needs and then supply quality information and training on source reduction and related pollution prevention practices. Grantees provide assistance and training to businesses whose lack of information may be an impediment to implementing source reduction, preventing pollution or adopting sustainable practices.
For more information, visit the funding opportunity description.

National Infrastructure Investment “TIGER” Program – $600 million

• Application Due: April 28, 2014
• Eligible Entities: State and local governments, federally recognized tribes, U.S. territories, transit agencies, port authorities, metropolitan planning organizations (MPOs), other political subdivisions of state or local governments, and multi-state or multi-jurisdictional groups applying through a single lead applicant.

The Department of Transportation is making available $600 million under the Consolidated Appropriations Act of 2014 to national infrastructure investments. This appropriation is similar to the program funded under the American Recovery and Reinvestment Act of 2009 known as the Transportation Investment Generating Economic Recovery, or “TIGER Discretionary Grants,” program. Eligible projects include highway or bridge projects eligible under title 23, United States Code (including bicycle and pedestrian related projects); public transportation projects eligible under chapter 53 of title 49, United States Code; passenger and freight rail transportation projects; port infrastructure investments; and intermodal projects. FY 2014 TIGER also allows for up to $35 million (of the $600 million) to be awarded as grants for the planning of eligible transportation facilities. Eligible planning project include activities related to the planning, preparation, or design of a single surface transportation project, or activities related to regional transportation investment planning, including transportation planning that is coordinated with interdisciplinary factors including housing, economic development, stormwater and other infrastructure investments, and/or that addresses future risks and vulnerabilities, including extreme weather and climate change. Note: Applications open on April 3, 2014.
For more information, visit the Federal Register Funding Notice.

Tribal Climate Change Grant – $600,000

• Application Due: April 30, 2014
• Eligible Entities: Tribal governments

The Department of Interior is making available grants to support tribes that are addressing challenges of climate change in tribal communities. The grants will support planning for, and adapting to, future climate impacts on the entire range of tribal government functions and traditional use.
For more information, visit the funding opportunity description.

Commercial Building Technology Demonstrations Grant – $10 million

• Application Due: May 19, 2014
• Eligible Entities: For-profit entities, educational institutions, nonprofits, state and local governments, federally recognized tribes.

The Department of Energy is making available grants to enhance and accelerate the deployment and adoption of a broad range of competitively solicited high-impact energy saving technologies as well as new technology integration approaches. Technologies selected under this funding opportunity will be ready for market adoption but may be underutilized due to market barriers, including perception of risk, gaps in information, and data on performance as well as cost.
For more information, visit the funding opportunity description.

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State and local officials interested in additional information about developing and implementing cost-effective climate and energy strategies that help further environmental goals and achieve public health and economic benefits may visit EPA’s State and Local Climate and Energy Program site. 

December 2013 Question of the Month

Question of the Month: What is the current status of the Renewable Fuel Standard (RFS) and how do the new 2014 proposed requirements differ from previous years’?

Answer: The national RFS program was developed to increase the volume of renewable fuel blended into transportation fuels. As required by the Energy Policy Act of 2005, the U.S. Environmental Protection Agency (EPA) finalized RFS1 program regulations, which became effective on Sept. 1, 2007. The Energy Independence and Security Act (EISA) of 2007 increased and expanded this standard through RFS2, mandating that by 2022, 36 billion gallons of renewable fuel be blended into transportation fuels. Though EISA set final volume requirements, EPA must determine renewable fuel percentage values annually to meet the requirements. Fuels are broken down as follows:

Total renewable fuel: The total amount of renewable fuel required to be blended into the fuel supply each year, which includes conventional and advanced biofuels (defined below). Conventional biofuel volume requirements are simply the total renewable fuel volume requirements minus the advanced biofuel volume requirements. While EISA specified volume requirements for most categories through 2022, the statute allows EPA to reduce these volumes under certain conditions (see below for further discussion).  Each renewable fuel category is described below.

• Conventional biofuel: Any fuel derived from approved sources of renewable biomass that reduces greenhouse gas (GHG) emissions by at least 20% from baseline petroleum GHG emissions. Conventional biofuels are generally produced from starch-based feedstocks (e.g., corn, sorghum, wheat).
• Advanced biofuel: Any fuel derived from approved renewable biomass, excluding corn starch-based ethanol. Biomass-based diesel and cellulosic biofuel volume requirements fall under this overarching advanced biofuel category. Note that remaining advanced biofuel volume requirements not met by cellulosic and biomass-based diesel can be met with other advanced biofuels, and cellulosic biofuel and biomass-based diesel volumes that exceed their volume requirements also may be used to meet the advanced biofuel quota. Other advanced biofuels may include sugarcane-based fuels, renewable diesel co-processed with petroleum, and other biofuels that may exist in the future. Advanced biofuels must reduce GHG emissions by at least 50% from baseline petroleum GHG emissions.
• Cellulosic biofuel: Any fuel derived from cellulose, hemicellulose, or lignin. These fuels must reduce GHG emissions by at least 60% from baseline petroleum GHG emissions.
• Biomass-based diesel: A diesel fuel substitute made from renewable feedstocks, including biodiesel and nonester renewable diesel (diesel produced from animal- and plant-based fats, oils, and greases). It cannot be co-processed with petroleum; however, those fuels fall under the general advanced biofuels category. Biomass-based diesel must reduce GHG emissions by at least 50% from baseline petroleum GHG emissions.

For a list of fuel pathways that qualify under each renewable fuel category, see Title 40 of the Code of Federal Regulations, section 80.1100-80.1167.

Obligated Parties
Any party that produces gasoline or petroleum diesel for use as transportation fuel in the United States, including refiners, importers, and blenders (other than oxygenate blenders), is considered an obligated party under the RFS program. Each year, EPA determines the Renewable Volume Obligation (RVO) for obligated parties. The RVO is calculated as a percentage, by dividing the amount of renewable fuel (gallons) required by the RFS2 for a given year by the amount of transportation fuel expected to be used during that year.

Volume Requirements and Percentage Standards
While EISA specified most volume requirements through 2022, the law did not address the biomass-based diesel requirement beyond 2012 and left some flexibility on the cellulosic biofuel requirement. The statute also allows EPA to change requirements under certain conditions, including when (1) the projected production of cellulosic biofuel in any year is less than the volume specified in EISA or (2) conditions are met under the general waiver authority provided by the Clean Air Act.

In 2013, EPA requires obligated parties to meet the following volume requirements collectively. Also included are the associated RVO percentages.

Final Volume Requirements for 2013
Category	Volume	Percentage
Cellulosic biofuel	14 million gallons	0.008%
Biomass-based diesel	1.28 million gallons	1.12%
Advanced biofuel	2.75 billion gallons	1.60%
Total renewable fuel	16.55 billion gallons	9.63%

On Nov. 15, 2013, EPA published a proposed rule to establish new volume requirements and associated percentage standards for 2014. For the first time, EPA is requesting comments on a range of volumes for each renewable fuel category to determine a final requirement (see table below). Also for the first time, the proposed total renewable fuel volume requirement is lower than statutory levels mandated in EISA to resolve compliance concerns related to the ethanol consumption "blend wall" (discussed below) and renewable fuel production constraints. The table below outlines the proposed new volume requirements and the associated RVO percentages.

Proposed Volume Requirements for 2014
Category	Volume	Percentage	Range
Cellulosic biofuel	17 million gallons	0.010%	8-30 million gallons
Biomass-based diesel	1.28 billion gallons	1.16%	1.28 billion gallons
Advanced biofuel	2.20 billion gallons	1.33%	2-2.51 billion gallons
Total renewable fuel	15.21 billion gallons	9.20%	15-15.52 billions gallons

Ethanol Blend Wall The ethanol “blend wall” refers to the difficulty of incorporating an increasing amount of ethanol into the transportation fuel supply at percentages exceeding 10%. Almost all gasoline sold in the United States is E10 (10% ethanol, 90% gasoline). While blends as high as E15 (15% ethanol, 85% gasoline) can be used in some conventional vehicles, these blends are difficult to market on a widespread basis because they can be used only in flexible fuel vehicles (FFVs) and model year 2001 and newer vehicles due to equipment compatibility issues. Additionally, “E85” (51%–83% ethanol blended with gasoline) and other mid-level ethanol blends can be used only in FFVs. EPA has proposed the lower advanced biofuel and total renewable fuel volume requirements above for 2014 due to the anticipated inability of the market to supply the Congressionally mandated volume of renewable fuels to consumers in 2014.

In conjunction with the 2014 volume requirements and percentage standards, EPA is also considering a joint petition from the American Petroleum Institute and the American Fuel & Petrochemical Manufacturers, as well as individual petitions from several refining companies, requesting a partial waiver of the 2014 applicable volumes under RFS2. EPA is collecting comments on both issues through Jan. 28, 2014.

 Here is the proposed rule and EPA fact sheet.

Additional information can be found on the EPA RFS2 and Alternative Fuels Data Center RFS Program websites.

Clean Cities Technical Response Service Team
technicalresponse@icfi.com
800-254-6735

EPA Finalizes 2013 Renewable Fuel Standards

EPA Finalizes 2013 Renewable Fuel Standards to Help Promote American Energy Independence, Reduce Carbon Pollution

EPA also announces steps to address concerns about the E10 blend wall

WASHINGTON – As part of an ongoing effort to enhance energy security and reduce carbon pollution, the U.S. Environmental Protection Agency (EPA) today finalized the 2013 percentage standards for four fuel categories that are part of the Renewable Fuel Standard (RFS) program established by Congress. Most of these fuels are produced by American farmers and growers domestically and help reduce the carbon pollution that contributes to climate change.

The final 2013 overall volumes and standards require 16.55 billion gallons of renewable fuels to be blended into the U.S.fuel supply (a 9.74 percent blend). This standard specifically requires:
•           Biomass-based diesel (1.28 billion gallons; 1.13 percent)
•           Advanced biofuels (2.75 billion gallons; 1.62 percent)
•           Cellulosic biofuels (6.00 million gallons; 0.004 percent)

These standards reflect EPA’s updated production projections, which are informed by extensive engagement with industry and a thorough assessment of the biofuels market.

During this rulemaking, EPA received comments from a number of stakeholders concerning the “E10 blend wall.” Projected to occur in 2014, the “E10 blend wall” refers to the difficulty in incorporating ethanol into the fuel supply at volumes exceeding those achieved by the sale of nearly all gasoline as E10. Most gasoline sold in the U.S. today is E10. In the rule issued today, EPA is announcing that it will propose to use flexibilities in the RFS statute to reduce both the advanced biofuel and total renewable volumes in the forthcoming 2014 RFS volume requirement proposal.

EPA is also providing greater lead time and flexibility in complying with the 2013 volume requirements by extending the deadline to comply with the 2013 standards by four months, to June 30, 2014.

A January 2013 ruling by the U.S. Court of Appeals required the agency to reevaluate projections for cellulosic biofuel to reflect market conditions; the final 2013 standard for cellulosic biofuel announced today was developed in a manner consistent with the approach outlined in that ruling.

The Energy Independence and Security Act (EISA) established the RFS program and the annual renewable fuel volume targets, which steadily increase to an overall level of 36 billion gallons in 2022. To achieve these volumes, EPA calculates a percentage-based standard for the following year. Based on the standard, each refiner and importer determines the minimum volume of renewable fuel that it must ensure is used in its transportation fuel.

More information on the standards and regulations: http://www.epa.gov/otaq/fuels/renewablefuels/regulations.htm
More information on renewable fuels: http://www.epa.gov/otaq/fuels/renewablefuels/index.htm

April 2013 Question of the Month

Question of the Month: What are the federal emissions and fuel economy standards for current and future on-road vehicles? Have any related emissions and fuel regulations been passed recently?

Source: http://www.uaw.org/story/uaw-helps-shape-cafe-standards-light-duty-vehicles

Answer: Corporate Average Fuel Economy (CAFE) standards and the associated greenhouse gas (GHG) emissions standards set requirements for new light-, medium-, and heavy-duty vehicle models with the goal of improving the overall fuel efficiency and environmental impact. Fuel economy standards for light-duty vehicles were introduced in the Energy Policy and Conservation Act (EPCA) of 1975; regulations were established for on-road vehicles beginning with Model Year (MY) 1978. EPCA grants the U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) the authority to regulate CAFE standards, with the requirement that new standards may not be proposed more than five model years at a time.

In 2010, NHTSA partnered with the U.S. Environmental Protection Agency (EPA) to issue the first joint program that includes both fuel economy requirements under NHTSA’s CAFE program and emissions standards under EPA’s GHG emissions program. Starting with MY 2012 vehicles, manufacturers are required to improve fleet-wide fuel economy and reduce fleet-wide GHG emissions by approximately 5% each year. By 2016, vehicles must meet an estimated combined average emissions level of no more than 250 grams of carbon dioxide per mile. If the industry met this carbon dioxide standard solely through fuel economy improvements, vehicles would have an average fuel economy of 35.5 miles per gallon (mpg). For more information, see the EPA fact sheet: 

NHTSA and EPA established the CAFE and GHG emissions standards for MY 2017 through MY 2025 passenger cars and light-duty trucks in 2012 in two phases, which are broken down as follows:

	Model Years	Average Fleet-Wide Fuel Economy
Phase 1	MY 2017-MY 2021	40.3-41.0 mpg (by MY 2021)
Phase 2*	MY 2022-MY 2025	48.7-49.7 mpg (by MY 2025)

*Proposed, pending final rule

For more information, refer to the EPA fact sheet.

In 2011, NHTSA and EPA set the first-ever standards to reduce GHG emissions and improve fuel efficiency of medium- and heavy-duty vehicles (vehicles with a gross vehicle weight rating greater than 10,000 pounds). The standards cover MY 2014 through MY 2018 on-road vehicles and are tailored to each of three main regulatory subcategories:

·        Combination tractors (also known as semi trucks);

·        Heavy-duty pickup trucks and vans; and

·        Vocational vehicles (such as delivery, refuse, and tow trucks; transit, shuttle, and school buses; and emergency vehicles).

The requirements provide flexibility through an emissions and fuel consumption credit system to help reduce the overall costs of the program and to allow manufacturers time to make necessary technological improvements.

For more information on fuel economy and GHG emissions standards, refer to the NHTSA CAFE – Fuel Economy, EPA Transportation and Climate, andFuelEconomy.gov websites.

On March 29, 2013, EPA announced their Tier 3 Vehicle Emission and Fuel Standards Program, which includes more stringent tailpipe emissions standards for non-methane organic gas (NMOG), nitrogen oxides (NOx), and particulate matter (PM); more stringent evaporative vehicle emissions; and lower sulfur content of gasoline. This proposal aligns vehicle standards with the GHG emissions standards outlined above, as well as the California Low Emission Vehicle Program, allowing automakers to sell the same vehicle models in every state. The standards would apply to light-duty trucks, medium-duty passenger vehicles, and some heavy-duty vehicles and include different phase-in schedules based on vehicle class from MY 2017 to MY 2025. The proposed gasoline sulfur standard would make emission control systems more effective for both existing and new vehicles. For more information, refer to the proposed rule and the EPA Tier 3 Vehicle Emission and Fuel Standards Program website. 

For more up-to-date information about federal and state vehicle standards, refer to the Alternative Fuels Data Center (AFDC) Federal Incentives and Laws website.  

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735

December 2012 Question of the Month

Question of the Month: How are vehicle fuel economy ratings determined? What factors impact fuel economy?

Source: http://www.solveyourproblem.com/save-money-on-gas/gas_pump_tips_gas_price_11.shtml

Answer: Vehicle fuel economy is tested under controlled conditions using a standardized test procedure. Original equipment manufacturers (OEMs) are required by federal law to test at least one representative vehicle for each light-duty model and must report the results to the U.S. Environmental Protection Agency (EPA). EPA reviews the results and confirms about 10% to 15% of the vehicles through tests at the National Vehicles and Fuel Emissions Laboratory (NVFEL).

In the laboratory, the vehicle is placed on a machine called a dynamometer that simulates the driving environment and can be adjusted to account for wind resistance and the vehicle weight. A professional driver runs the vehicle through a prescribed driving routine at various speeds to simulate typical trips in the city or on the highway.

To measure the fuel economy of the vehicle, a hose is connected to the tailpipe to collect the engine exhaust. The carbon in the exhaust is then measured to calculate the amount of fuel burned during the test. This process is more accurate than using a fuel gauge. For details on NVFEL vehicle fuel economy testing procedures, refer to the FuelEconomy.gov Fuel Economy Tests website and the EPA Fuel Economy Data & Testing website.

Federal law requires fuel economy testing for most light-duty vehicles. Some vehicle types, however, are exempt from fuel economy testing requirements, including:

• Pickup trucks and cargo vans with gross vehicle weight ratings (GVWR) over 8,500 pounds;
• Passenger vehicles, such as SUVs and passenger vans, with GVWR of 10,000 or more; and
• Motorcycles.

Fuel economy test procedures are designed to replicate typical driving conditions and behavior, but there are many factors that influence a vehicle’s fuel economy. Quick acceleration and heavy braking, excessive idling, driving at high speeds, cold weather and frequent short trips, heavy cargo, towing a trailer, running electrical accessories, driving on hilly or mountainous terrain, and using four-wheel drive, can all have a significant impact on miles per gallon. New vehicles generally will not attain optimal fuel economy until they reach 3,000 to 5,000 miles. Because of these variations, fuel economy ratings should only be used as estimates for comparison between vehicles.

To improve fuel economy, vehicle owners can drive less aggressively, observe the speed limit, reduce cargo, and avoid excess idling. In addition, maintenance rituals like keeping tires fully inflated, keeping the engine properly tuned, and using the recommended grade of motor oil, can improve vehicle fuel economy.

For more detailed information about the factors that affect vehicle fuel economy, refer to the FuelEconomy.gov Factors that Affect Fuel Economy page. FuelEconomy.gov’s Driving More Efficiently and Keeping your Car in Shape pages break down the fuel economy benefits that can be achieved through various methods.

Clean Cities Technical Response Service Team
technicalresponse@icfi.com
800-254-6735

November 2012 Question of the Month

Question of the Month: Which states have adopted the California Air Resources Board (CARB) aftermarket conversion certification requirements?

Answer: In the United States, all aftermarket conversion systems (except pure battery electric vehicles) must meet current applicable U.S. Environmental Protection Agency (EPA) standards. EPA instituted these standards to assure that a vehicle’s tailpipe emissions do not increase as a result of the conversion. For more information on EPA standards for vehicle and engine conversions, please refer to the EPA Alternative Fuel Conversion website.

CARB has set its own standards for alternative fuel conversion systems, which are more stringent than those of EPA. Manufacturers that wish to sell aftermarket conversion systems for use in California must meet CARB standards and obtain approval from CARB. While EPA accepts all CARB certifications to meet their standards, EPA certificates of conformity and tampering exemptions are not required by CARB and cannot take the place of CARB certification.

In addition to impacting the sale and use of aftermarket conversion systems in California, the CARB conversion standards also impact some of the 13 other states that have adopted CARB’s overall motor vehicle emissions regulations. The table below shows the states that have adopted CARB’s vehicle emissions standards in whole or in part. It also indicates whether each state enforces EPA or CARB aftermarket conversion standards.

State	Conversion Standards Enforced
California	CARB
Connecticut	EPA
District of Columbia	EPA
Maine	EPA
Maryland	CARB
Massachusetts	EPA
New Jersey	CARB (but also accepts EPA)
New Mexico	EPA
New York	CARB
Oregon	EPA
Pennsylvania	CARB (but also accepts EPA)
Rhode Island	EPA
Vermont	EPA
Washington	EPA

For more information about CARB aftermarket conversion certification, please refer to the following resources:

• CARB Alternative Fuel Retrofit Systems Program
• This website links to a list of certified alternative fuel retrofit systems.
• CARB Aftermarket Parts Database of Executive Orders    
• This database  includes information about conversion systems that have been granted exemptions to emissions control system anti-tampering regulations by CARB.

Also refer to the following resources for information about the requirements in other states that enforce CARB conversion standards:

• Maryland
• Maryland Statutes, Environment Code 2-1101 through 2-1108
• New York
• New York State Department of Environmental Conservation Regulations, Chapter III – Air Resources, Part 218
• New Jersey
• State of New Jersey Department of Environmental Protection Memorandum on Aftermarket Conversion Systems for Alternative Fuels NJDEP-CNG-Conversions-Policy-5-6-10 pdf.pdf
• Pennsylvania 
•  Pennsylvania Department of Environmental Protection, Bureau of Air Quality Policy on Clean Alternative Fuel Conversion Systems (PDF)

For general information about conversion regulations, visit the Alternative Fuels Data Center Conversion Regulations page. Also see the NGVAmerica Aftermarket Conversion Systems: EPA and CARB Regulations website.

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735