CT Clean Cities Future Fuels Update

Greater New Haven Clean Cities was awarded an American Recovery and Reinvestment Act (ARRA) grant. The grant included $13.1 million in federal funding through the U.S. Department of Energy and $16.6 million in non-federal funds provided by over 30 partner organizations. The collaboration will lead to development and implementation of a state-wide fuel neutral effort that will deploy 267 alternative fuel vehicles (AFVs) and 5 public access and 5 private fleet access fueling stations as part of the Connecticut Clean Cities Future Fuels Project. You can learn more at the project’s website, http://www.ct-futurefuels.com/.

If you are interested in finding out more about what alternative fuels are best for your fleet visit http://www.afdc.energy.gov/ or email Lee Grannis at grannis@nhcleancities.org.

Below are graphs and charts that illustrate the Connecticut Clean Cities Future Fuel results as of June 30, 2013.

This is total fuel sales from the beginning of the Connecticut Clean Cities Future Fuels Project
Q1 of FY 2011 through Q3 FY 2013.

The project consists of 7 compressed natural gas (CNG) stations of which 4 are public access stations and 3 are fleet only access stations, 1 liquefied natural gas (LNG) with CNG station where the LNG side is fleet only access, but the CNG is public access, 1 fleet only access biodiesel station of B20, and electric charging stations with 4 as public use and 4 for fleet only use.

Fuel sales for natural gas separated into CNG and LNG sales of in-project vehicles and out-of-project vehicles.
Data from the Connecticut Clean Cities Future Fuels Project.

The graph above illustrates how much fuel was used by vehicles that were obtained as part of the project and fuel used by vehicles that companies outside of the project purchased because it made economic sense to do so. This graph shows that businesses are finding it beneficial to switch their fleet from traditional petroleum fuel to alternative fuels. Below are the numbers as to the number and type of vehicles obtained through the project.

Connecticut Clean Cities Future Fuels Project vehicles by type and class.

The graph below gives the number of miles driven by in project vehicles by quarter. Thus far in the project over 20.2 million miles have been driven by these alternative fuel vehicles.

Connecticut Clean Cities Future Fuels Project vehicles cumulative miles driven by quarter.

If you would like to find out more, please visit the project website: http://www.ct-futurefuels.com/index.html. If you are interested in finding out more about what alternative fuels are best for your fleet visit http://www.afdc.energy.gov/.

July 2013 Question of the Month

Question of the Month: What are the key terms to know when discussing natural gas vehicles (NGVs) and their fueling infrastructure?

Enviro Express of Bridgeport, CT build a L/CNG station
where they fuel their natural gas vehicles.

Answer: As with all alternative fuels, it is important to know how to “talk the talk” when it comes to natural gas. Becoming familiar with the terms below will help you better understand NGVs and the associated fueling infrastructure, so that you can ask the right questions and make informed decisions:

Fuel Types

• Compressed Natural Gas (CNG): CNG is one of two forms of natural gas used to power vehicles. CNG is a gaseous fuel stored in a cylinder on the vehicle at a high pressure (see “psi” below). It may be kept in the vehicle cylinder for long periods of time without venting. A CNG vehicle gets about the same fuel economy as a conventional gasoline vehicle on a gasoline gallon equivalent basis (see “GGE” below). CNG is used in light-, medium-, and heavy-duty vehicle applications.

• Liquefied Natural Gas (LNG): LNG is produced by super-cooling natural gas to negative 260°F in order to convert it to a liquid. The fuel is stored in a double-walled, vacuum-sealed pressure vessel. LNG is appropriate for trucks and other heavy-duty applications that require a long range because liquid is more dense than gas (CNG) and more energy can be stored by volume in the vehicle’s tank. LNG stored in a vehicle will increase in temperature and pressure over time and vent; therefore, LNG should be used within a week or two of fueling. 

• Renewable Natural Gas (RNG): Also known as biogas or biomethane, this emerging fuel source is derived from decaying organic materials, such as waste from plants, landfills, wastewater, and livestock. After purification, RNG may be compressed or liquefied to fuel vehicles.

Vehicle Types

The Town of Glastonbury has CNG light duty vehicles
that they fuel at their own CNG station.

• Natural Gas Vehicle (NGV): There are three different types of NGVs available:

• Dedicated Vehicle: Dedicated vehicles are designed to run only on natural gas and are used in both light-duty and heavy-duty applications. In general, dedicated NGVs demonstrate better performance and have lower emissions than bi-fuel vehicles (see below).

• Bi-fuel Vehicle: These vehicles are able to run on either natural gas or gasoline because they have two separate fueling systems. Bi-fuel vehicles are typically light-duty models.

• Dual-fuel Vehicle: These vehicles are traditionally used in heavy-duty applications and have fuel systems that run on natural gas, but use diesel fuel for ignition.

Fuel Measurement and Characteristics

• CNG and LNG may be measured in:

• Gasoline Gallon Equivalents (GGE): A unit of measure that represents the quantity of fuel that contains the same amount of energy as one gallon of gasoline. Measuring fuel in GGEs is a good way of comparing natural gas to gasoline, particularly when looking at fuel price or range. A GGE is equal to about 5.66 pounds of CNG and 1.55 gallons of LNG.  

• Diesel Gallon Equivalent (DGE): A unit of measure that represents the quantity of fuel that contains the same amount of energy as one gallon of diesel. A DGE is equal to about 6.34 pounds of CNG and 1.72 gallons of LNG. 

• CNG is also measured in:

• Cubic feet (ft3): CNG is a gas, so it may be measured by volume. MCF represents 1,000 cubic feet.

• Pounds (lbs.): CNG may also be measured in mass. Approximately 21 cubic feet of CNG equals one pound.

• LNG is also measured in gallons, much like gasoline or diesel.

• Pounds per Square Inch (psi): Psi is a measurement of the CNG pressure when it is stored in a dispenser or vehicle cylinder. CNG is typically stored onboard a vehicle at a pressure of 3,000 to 3,600 psi. The vehicle psi rating is important because it indicates the psi that the fuel system, vehicle cylinder, and the safety hardware are capable of handling safely. 

Station Components

• CNG stations have the following components:

• Compressor: The device used to compress CNG to a high pressure.

• Storage Tank: Once the gas is compressed, the CNG is moved to storage vessel(s) or tank(s) specially designed for the fuel.  

• Temperature Compensation: The temperature of CNG is important because it affects the density and energy per unit volume of the fuel. At higher temperatures, CNG expands and becomes less dense, causing it to contain less energy per unit volume as it would at a lower temperature. The temperature compensation devices ensure that the CNG is delivered to the vehicle at the appropriate temperature. 

• Dispenser: The device used to transfer CNG into a vehicle’s tank. A CNG typically dispenser displays the pressure and temperature at which the tank is being filled and then calculates the amount of fuel being delivered.

• LNG stations also have storage tanks and dispensers, but do not require a compressor or temperature compensation devices.  

CNG Infrastructure Types

• The following are two different types of CNG infrastructure:

• Fast-fill: Drivers fueling their vehicles at a fast-fill station can fill up in approximately the same amount of time as a conventional vehicle at a gasoline or diesel station. This set-up is best suited for retail stations, where vehicles arrive in need of a quick fill, and CNG can be dispensed alongside gasoline or other fuel dispensers. Fast-fill stations receive low-pressure fuel from the local utility line and employ a compressor on site. Once compressed, the CNG is stored at high pressures so it can be delivered quickly to a vehicle. As such, fast-fill stations may have smaller compressors but a larger storage capacity than time-fill stations.

• Time-fill: At a time-fill station, a vehicle may take several minutes to many hours to fill up; the time depends on the number of vehicles fueling, compressor size, and storage. Time-fill stations are typically used for fleets with central refueling locations or private stations that allow vehicles to fill up overnight. Time-fill stations can also work for smaller applications, such as residential fueling infrastructure. The fuel is also drawn from a local utility line into a compressor on site. Time-fill stations may have larger compressors and the vehicles are generally filled directly from the compressor, not from fuel stored in tanks. Time-fill stations have an advantage over fast-fill stations in that their heat of recompression is less so that vehicles at these stations usually get a fuller tank of fuel than with fast-fill.

Additional information on natural gas production and distribution, NGVs, and natural gas infrastructure can be found on the Alternative Fuel Data Center website. The NGVAmerica website also provides a wealth of information on natural gas and NGVs.


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

June 2013 Question of the Month

Question of the Month: What are the requirements for state and alternative fuel provider fleets under the Energy Policy Act of 1992 (EPAct 1992) and subsequent regulations and directives?

Answer:
EPAct 1992 mandates that certain state government and alternative fuel provider fleets in the United States acquire specified percentages of alternative fuel vehicles (AFVs) on an annual basis as they add light-duty vehicles (LDVs) to their fleets. Below we have described a number of means  beyond simply acquiring AFVs  by which these fleets may achieve compliance.

The U.S. Department of Energy (DOE) is responsible for overseeing compliance with these requirements, which were promulgated and published at 10 CFR Part 490 as the Alternative Fuel Transportation Program. Information about state and alternative fuel provider “covered fleets” (fleets subject to EPAct 1992 requirements) and the requirements associated with this compliance program are outlined below for each fleet type.

State Fleets
Covered Fleets
State government (including state agency and state university) fleets are considered covered fleets if all of the following conditions are met:

• They own, operate, lease, or otherwise control 50 or more light-duty vehicles (LDVs; vehicles with a gross vehicle weight rating of 8,500 pounds or less) within the United States and are not on the list of excluded vehicles. Excluded vehicles include emergency, law enforcement, and non-road vehicles;
• At least 20 of those vehicles are used primarily within a single metropolitan statistical area (MSA)/consolidated MSA (CMSA), based on 1980 census data. A list of covered MSA/CMSAs can be found online: https://www.afdc.energy.gov/vehiclesandfuels/epact/state/progs/dyn_msa.cgi; and
• Those same 20 vehicles are centrally fueled or capable of being centrally fueled, meaning they are capable of being fueled at least 75% of the time at a location that is owned, operated, or controlled by the fleet or is under contract with that fleet for fueling purposes.

The following resources may be used to determine whether a state fleet is covered:

• Decision Tree for State Government Fleets: http://www1.eere.energy.gov/vehiclesandfuels/epact/state_decision_tree.html
• State Government Fleet Compliance with the Energy Policy Act of 1992: Self-Audit Procedures: http://www1.eere.energy.gov/vehiclesandfuels/epact/pdfs/selfaudit_procedures.pdf  

Requirement
Like federal fleets regulated under EPAct 1992, a covered state fleet must acquire in a model year the number of AFVs that is equal to at least 75% of the fleet’s non-excluded LDV acquisitions.

Compliance Methods
Covered state fleets may meet their requirements using multiple means through one of two compliance methods:

• Standard Compliance: Fleets can acquire the requisite number of new or used AFVs, convert conventional vehicles to run on an alternative fuel within four months of acquisition, or obtain AFV credits from other covered fleets. Covered fleets earn one credit for each light-duty AFV that is acquired beyond the fleet’s annual requirement for the model year. Credits earned by going beyond compliance are banked for future use. Credits may also be traded with other fleets. Covered fleets may also meet up to 50% of their AFV-acquisition requirements by purchasing biodiesel blends of at least B20 for use in medium- and heavy-duty vehicles. One credit toward compliance is earned for every 450 gallons of neat biodiesel (B100) or every 2,250 gallons of B20 purchased for use. Credits earned for biodiesel purchase for use may not be banked. In addition, a fleet may earn credits for its medium- and heavy-duty AFV acquisitions, but only after the fleet has met its light-duty AFV acquisition requirements.
• Alternative Compliance: Covered fleets may obtain a waiver from the AFV acquisition requirements of Standard Compliance by submitting and then implementing a DOE- approved plan to reduce the fleet’s annual petroleum consumption. The plan must result in petroleum reductions equal to what the fleet would have achieved if all its AFVs were running on alternative fuel all the time. The plan must also include a sufficient level of data and information to support the fleet’s compliance requirements, particularly information on fuel use. Alternative Compliance petroleum reduction methods include, among others, hybrid electric vehicle (HEV) use, alternative fuel use, reduction in vehicle miles traveled, idle-time reduction, and truck stop electrification.

For a summary of compliance methods, visit the following website: http://www1.eere.energy.gov/vehiclesandfuels/epact/compliance_methods.html.

Inclusion of Hybrid Electric and Plug-in Electric Vehicles
Currently, all-electric vehicles (EVs) and some plug-in hybrid electric vehicles (PHEVs) qualify as AFVs under Standard Compliance. DOE published a notice of proposed rulemaking in October 2011, pursuant to Section 133 of the Energy Independence and Security Act of 2007, that would allocate AFV credits for covered fleet acquisitions of the following vehicles:

• HEVs would receive one-half credit
• PHEVs (those that do not already meet the definition of an AFV) would receive one-half credit
• Fuel cell electric vehicles (those that do not already meet the definition of an AFV) would receive one-half credit
• Neighborhood electric vehicles would receive one-fourth credit

For more information on this proposed rulemaking, please see the proposed rule fact sheet (http://www1.eere.energy.gov/vehiclesandfuels/epact/pdfs/section_133_proposed_rule.pdf) and the full notice (http://www.gpo.gov/fdsys/pkg/FR-2011-10-31/pdf/2011-26761.pdf).

Alternative Fuel Provider Fleets
Covered Fleets
A covered alternative fuel provider is any entity that meets one of the following conditions:

• The entity’s principle business involves producing, storing, refining, processing, transporting, distributing, importing, or selling any alternative fuel (other than electricity);
• The entity’s principle business involves generating, transmitting, importing, or selling electricity at wholesale or retail; or
• The entity produces, imports, or produces and imports in combination, an average of 50,000 barrels per day or more of petroleum, and 30% or more of its gross annual revenues are derived from producing alternative fuels.

An alternative fuel provider is not covered if its principal business involves:

• Transforming alternative fuels into products that are not alternative fuels; or
• Using alternative fuel as a feedstock, or fuel, in the manufacturing of products that are not alternative fuels.

In addition to meeting this definition, alternative fuel provider fleets are also subject to the same conditions for inclusion as state fleets (see above). For example, if a fleet does not own, operate, lease, or otherwise control at least 50 non-excluded LDVs, then it is not considered a covered fleet.

The Decision Tree for Alternative Fuel Provider Fleets (http://www1.eere.energy.gov/vehiclesandfuels/epact/alt_decision_tree.html) may be used to determine whether an alternative fuel provider fleet is covered.

Requirement
A covered alternative fuel provider fleet must acquire in a model year the number of AFVs that is equal to at least 90% of the fleet’s non-excluded LDV acquisitions.

Compliance Methods
Covered alternative fuel provider fleets have the same options for achieving compliance as state fleets.

*           *           *

Additional information on state and alternative fuel provider requirements and compliance options, as well the annual reporting requirements, may be found on DOE’s EPAct Transportation Regulatory Activities website (http://www1.eere.energy.gov/vehiclesandfuels/epact/index.html). In addition, the online Clean Cities University course on Understanding EPAct-Regulated Fleets (http://www1.eere.energy.gov/cleancities/toolbox/university.html) provides an overview of state and alternative fuel provider requirements.


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

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

March 2013 Question of the Month

Question of the Month: Where can I find statistics, maps, and projections related to alternative fuels, advanced vehicles, and infrastructure?

Answer:  The Alternative Fuels Data Center (AFDC) Maps and Data website (http://www.afdc.energy.gov/data) is a comprehensive resource for current and historical statistics related to alternative fuels and advanced vehicles. The site categorizes information into the following sections, or tabs: Vehicles, Fuels & Infrastructure, Laws & Incentives, Regulated Fleets, and Clean Cities. The Clean Cities tab (http://www.afdc.energy.gov/data/tab/clean-cities) was recently updated based on the results of the 2011 annual report. By scrolling down or filtering the list on the right panel for each tab, you can select relevant maps and charts. The gray download button in the upper right corner of the figure viewing pane allows users to view the data in Excel spreadsheet format or copy the chart into a presentation or other document. Clicking on legend labels also adds or removes data from the chart for more specific comparisons. Lastly, the Maps and Data website includes links to relevant reports and data analyses from outside the AFDC.

In addition to U.S. Energy Information Administration (EIA) statistics included on the AFDC Maps and Data website, EIA compiles information relating to alternative fuel and advanced vehicles on its Alternative Fuel Vehicle Data website (http://www.eia.gov/renewable/afv/index.cfm). The site includes an overview of trends in the alternative transportation sector, which is updated on an annual basis, as well as interactive data tables with statistics about current and projected vehicles supplied, vehicles in use, and fuel consumption. Please note that the EIA data is published on a two year delay; 2011 information will be posted in April 2013.
~~~~~~~~~~~~~~~~~~
Resources for Additional Transportation Statistics and Trend Data

Fuel Consumption and Production

• EIA: Annual Energy Outlook 2013 (Early Release)

http://www.eia.gov/forecasts/aeo/er/index.cfm
Includes projections about alternative fuel and other energy use through 2040.

• American Public Transportation Association: 2012 Public Transportation Fact Book

http://www.apta.com/resources/statistics/pages/transitstats.aspx
Based on Federal Transit Administration data, this book features public transit vehicle fuel consumption data for alternative fuels in the Energy and Environment section.

Vehicles

• Oak Ridge National Laboratory: Transportation Energy Data Book

http://cta.ornl.gov/data/index.shtml
Tracks light-duty (Chapter 4), heavy-duty (Chapter 5), and alternative fuel and advanced technology (Chapter 6) vehicle trends. Note that much of the alternative fuel and advanced technology vehicle data provided here is compiled from the EIA Alternative Fuel Vehicle Data cited above.

• U.S. Department of Transportation, Federal Highway Administration: Highway Statistics Series 

http://www.fhwa.dot.gov/policyinformation/statistics.cfm  
Includes motor vehicle registration statistics and fees by state.

• Hybridcars.com Dashboard

http://www.hybridcars.com/market-dashboard/
Provides monthly hybrid electric and plug-in electric vehicle sales data by vehicle model. Note that this is not a government resource but is typically regarded as reputable data.

Fuel Prices

• AFDC: Alternative Fuel Price Report

http://www.afdc.energy.gov/fuels/prices.html
Compares the prices of alternative and conventional fuels.

• EIA: Weekly Retail Gasoline and Diesel Prices

http://tonto.eia.doe.gov/dnav/pet/pet_pri_gnd_dcus_nus_w.htm 
Tracks retail prices for petroleum fuels on a weekly basis.

Fuel Economy
http://www.epa.gov/oms/fetrends.htm
Reports average fuel economy of vehicles over time from 1975 through 2012.


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

February 2013 Question of the Month

Question of the Month: Where can I find information specific to alternative fuel and advanced vehicles in my state?

Answer: The Alternative Fuels Data Center (AFDC) State Information portal, one of the many resources found on the AFDC Tools page, is a great source for state-specific information on alternative fuels and advanced vehicles. Each state page is a “one stop shop” with specific information about incentives and laws, locations of alternative fueling stations, truck stop electrification (TSE) sites, fuel prices, and Clean Cities coalitions.

As an example, the Colorado state page contains:

• A list of Colorado laws and incentives recently added to the AFDC Laws and Incentives website and links to the appropriate Web page for more information. Once on the AFDC Laws and Incentives page, use the Advanced Search options to identify information on current incentives and laws pertaining to alternative fuels and advanced vehicles. You can identify specific incentives in your state by fuel type, incentive/law type, and user type.
• A count of the total number of Colorado alternative fueling stations in the AFDC Alternative Fueling Station Locator, broken down by fuel and access type (public and private). Clicking on the link for each fuel type will bring you to the Station Locator results page and a map of the appropriate stations.
• A list of the three Colorado Clean Cities coalitions, as well as Coordinator contact information and a link to Regional Manager information.
• Links to TransAtlas and BioFuels Atlas
• The TransAtlas tool contains information on alternative fuel vehicle (AFV) density and biofuel production facilities. To access state specific data in TransAtlas, select “Find Location” at the top of the screen and type in “Colorado” to see the desired information for this state.
• The BioFuels Atlas tool includes data on the use and potential production of biofuels, including feedstock availability and bioenergy plans. To access state specific information in BioFuels Atlas, select “Colorado” under the drop-down menu at the top of the screen for “State View.”  This will generate a summary of the state at the bottom of the page. 
• A count of the total number of Colorado TSE sites in the AFDC TSE Locator and a link to the Locator   
• A link to the Colorado Energy Efficiency & Renewable Energy in My State page. This page provides renewable energy information for Colorado, including statistics, renewable resource maps, policies and incentives, U. S. Department of Energy projects and activities, and relevant news

In addition to the AFDC, state-specific information can be found on the U.S. Environmental Protection Agency’s State and Local Climate and Energy Program page, which provides case studies, greenhouse gas emissions inventories, and climate action plans for select states. Specifically, the transportation page provides information on federal transportation partnership programs as well as ways states have promoted the use of AFVs.

Finally, state agency or legislative websites are a great source for information. Specifically, the following may be useful:

• State energy agencies. For example, the Colorado Energy Office provides information about alternative fuels on their Transportation page, including activities related to compressed natural gas, electric vehicles, and biofuels 
• State legislatures. For example, on the Colorado General Assembly website you can search current and past legislation about alternative fuels and advanced vehicles

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

January 2013 Question of the Month

Question of the Month: What provisions in the enacted “fiscal cliff” legislation relate to alternative fuels and advanced vehicles?

Answer: On January 2, 2013, President Obama signed Public Law 112-240, the American Taxpayer Relief Act of 2012. In addition to averting tax rate increases and postponing government spending reductions, this legislation extends several tax credits and other incentive programs related to Clean Cities portfolio items. Updated information on these incentives is available on the Alternative Fuels Data Center (AFDC) Federal Laws and Incentives page. The changes are also summarized below.

The American Taxpayer Relief Act retroactively extends several tax credits that had expired on December 31, 2011. The following incentives are now effective through December 31, 2013:

• Alternative Fuel Excise Tax Credit: (Public Law 112-240, Section 412)
• Alternative Fuel Infrastructure Tax Credit: (Public Law 112-240, Section 402)
• Alternative Fuel Mixture Excise Tax Credit: (Public Law 112-240, Section 412)
• Biodiesel Income Tax Credit: (Public Law 112-240, Section 405)
• Biodiesel Mixture Excise Tax Credit: (Public Law 112-240, Section 405)

The legislation expands the tax definition of second generation biofuel (previously referred to as cellulosic biofuel) to include biofuel from cultivated algae, cyanobacteria, or lemna, and extends two incentives related to these fuels through December 31, 2013:

•   Second Generation Biofuel Plant Depreciation Deduction Allowance: (Public Law 112-240, Section 410)
• Second Generation Biofuel Producer Tax Credit: (Public Law 112-240, Section 404)

Section 403 of the Act expands the Qualified Plug-In Electric Drive Motor Vehicle Tax Credit to include a credit for eligible two- and three-wheeled plug-in electric drive vehicles, valid through December 31, 2013.

In addition, Section 701 extends discretionary funding for the following U.S. Department of Agriculture programs through September 2013:

• Advanced Biofuel Production Grants and Loan Guarantees
• Advanced Biofuel Production Payments:
• Biodiesel Education Grants:
• Biomass Research and Development Initiative:
• Ethanol Infrastructure Grants and Loan Guarantees:

To view the full text of the American Taxpayer Relief Act, select the Enrolled Bill version from this website.

The changes outlined above became effective immediately. It may take time, however, for the relevant agencies to update documentation to reflect these extensions and changes. For further information, please refer to the following websites:

• U.S. Internal Revenue Service, Forms & Publications
• U.S. Department of Agriculture, Rural Development Energy Programs     

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735