# Presentation: 855926

## Leveraging Federal Programs:U.S. DOE Clean Cities

**Marcy Rood**
**U.S. Department of Energy**
**Annapolis, MD**
**November 21, 2002**

## Climate Change and Transportation in the U.S.

- The transportation sector is the fastest growing source of greenhouse gas emissions
- Largest share (33%) of U.S. CO2 emissions, 2001
- Increased 22% from 1990; Expected increase 44% by 2020
- Petroleum products are 98% of U.S. CO2 transport sector emissions; Motor gasoline is 59%, 2001

- Data from U.S. Department of Energy, Energy Information Administration

**Notes:**
All statistics are from the U.S. DOE Energy Information Administration.
The transportation sector is the fastest growing source of greenhouse gas (GHG) emissions
The transportation sector is expected to contribute 89 percent of the projected increase in oil demand in the United States.
One-fourth of the increase in world transportation energy use is expected to occur in the United States. 
By 2020, total energy demand for transportation is expected to be up 44 percent from 2000.
Fuel efficiency is projected to improve at a slower rate through 2020 than it did in the 1980s, with fuel efficiency standards for light-duty vehicles assumed to stay at current levels and projected low fuel prices and higher personal income expected to increase the demand for larger, more powerful vehicles. 
Alternative fuels are projected to displace about 184,000 barrels of oil equivalent per day by 2020 = 2 percent of light-duty vehicle fuel consumption.
The average fuel economy of new vehicles in the United States reached a 21-year low in model year 2001 at 20.4 miles per gallon, as a result of increased sales of sport utility vehicles, vans, and pickup trucks 

## Climate Change and Transportation – The Future

- As nations grow wealthier, their people buy cars
- Developing countries will account for more than one-half of the increase in global transport energy use
**Future transportation demand trends will be influenced by government policies directed at reducing emissions and congestion while promoting alternative fuels, advanced technologies, and mass transit.**

- Data from U.S. Department of Energy, Energy Information Administration

**Notes:**
As nations grow wealthier, their people buy cars
World vehicle ownership is projected to increase from 122 vehicles per thousand people in 1999 to 144 vehicles per thousand in 2020.
Growth in per capita vehicle ownership is expected to slow in industrialized countries as saturation levels begin to be reached.
More rapid demand growth in the developing countries is a trend that is expected to occur throughout the transportation sector, and more than one-half of the increase in the world’s transportation energy use is projected to take place in developing countries. With their higher economic growth rates and higher energy intensities, the developing countries’ share of transportation energy demand is expected to rise from 29 percent in 1999 to 38 percent in 2020. 

## Potential Reductions in the Transport Sector

- Improve vehicle fuel efficiency
- Change vehicle and/or fuel type
- Switch transport mode
- Infrastructure development
- Reduce transport activity
- Increase load factor
- Raise quality of fuels consumed
- Research and development of new technologies

**Notes:**
1. Improve Vehicle Fuel Efficiency (vehicle efficiency, traffic management/infrastructure changes)
2. Change Vehicle or Fuel type (vehicle to better match the customer need; Gasoline to AFVs)
3. Switch transport mode (encourage mass transit)
4. Public infrastructure development (i.e. light rail, buses)
5. Reduce transport activity (town planning, road tolls, telecommuting)
6. Increase load factor (car sharing, telematics, subsidized public transport)
7. Improve Fuel Quality
8. Research and development of new technologies

## Alternative Fuel Vehicles:A Part of the Solution

- Reduce vehicle emissions
- Improve local/regional air quality
- Reduced negative health impacts
- Use Domestic Fuel Resources
- Provide Good Long-Term Investment
- Promote Economic Development
- Reduce vulnerability from Crude Oil Price Spikes and Shortages
- Register projects for emission reductions with programs including:
- U.S. DOE Voluntary Reporting of Greenhouse Gases Program

**Notes:**
Reduce vehicle emissions
Improve local/regional air quality
Reduced negative health impacts
Use Domestic Fuel Resources
Provide Good Long-Term Investment
Promote Economic Development
Reduce vulnerability from Crude Oil Price Spikes and Shortages
CNG consumption in the United States is projected to grow by nearly 10 percent per year from 2000 to 2020. 
Register projects for emission reductions
Participate in emerging greenhouse gas market
Voluntary programs
EIA Voluntary Reporting GHG Program, currently undergoing redevelopment under President Bush’s “Clear Skies” Initiative.

## Alternative Fuel Vehicles: Lower Emissions Comparison

- Argonne National Laboratory, GREET Model

**Notes:**
Argonne National Laboratory. GREET 1.5 (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation)—Transportation Fuel-Cycle Model. Volume 1: Methodology, Development, Use and Results. August 1999.
GI=grid independent
CIDI=compression ignition, direct injection
FRFG2=Federal Phase 2 reformulated gasoline
SIDI=spark ignition, direct injection
E85=mixture of 85 % ethanol and 15% gasoline by volume
FFV=fuel flexible vehicle
E10=mixture of 10 % ethanol and 90% gasoline by volume
GV=gasoline vehicle
M85=mixture of 85 % methanol and 15% gasoline by volume
NG=natural gas
LPGV=liquefied petroleum gas vehicle
dedi=dedicated
CNGV=compressed natural gas vehicle
CD=conventional diesel
CARFG2=California Phase 2 reformulated gasoline
ETBE=ethyl tertiary butyl ether
MTBE=methyl tertiary butyl ether

## Alternative Fuel Vehicles: Lower Emissions Summary

**Natural Gas Vehicles (NGV)**
- Light-duty NGVs realize 17% reductions in life-cycle CO2 emissions relative to equivalent gasoline vehicles due to the lower carbon content of natural gas.
- However, the overall reduction in GHGs is discounted some (down to 11%) due to the methane emissions from the leakage associated with natural gas.

**Battery-Powered Electric Vehicles (EV)**
- In general, EVs reduce GHG emissions by more than 40 percent
- Battery-powered EVs have no tailpipe emissions of GHGs
- Most all EV emissions are associated with generating electricity for battery recharging; these vary, depending on the power generation mix used to charge the batteries

**Notes:**
This information has been published in two manuals by the National Energy Technology Laboratory (NETL), Battery-Powered Electric and Hybrid Electric Vehicle Projects to Reduce Greenhouse Gas Emissions: A Resource Guide for Project Development (July 2002), and Greenhouse Emission Reductions and Natural Gas Vehicles: A Resource Guide on Technology Options and Project Development (revised September 2002), with data produced by the Argonne National Laboratory, GREET (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation) Model.

## Current AFVs in the U.S. (2002 estimates)

**Alternative Fuel Vehicles **
- 110,000 CNG Vehicles
- 10,400 Electric Vehicles
- 269,000 Propane Vehicles
**Alternative Fuel Refueling Stations**
- 1,280 Natural Gas Stations
- 592 Electric Rechargers
- 3,353 Propane Stations
- 170 E85 Stations
**Approximately 39 light-duty models available**
**100 medium/heavy-duty models available**

**Notes:**
Just briefly—Of the 200 million vehicles on the road in the U.S., more than 450,000 are alternatively fuel vehicles.  While they comprise a very small portion of the market, the alternative fuel vehicle population has grown 55% since 1992.
In regard to refueling stations, there are more than 5,300 locations where you can obtain alternative fuel.  There are 1280 stations that offer natural gas—either liquefied or compressed.  Since 1992, the number of refueling stations has increased by 57%.

Another measure of progress is the growth in the number of available vehicle models. 43 light-duty models (includes bi-fuel vehicles) are available today, while in 1992 automakers offered only 4 models. Today there are 100 medium/heavy-duty configurations that are available primarily in natural gas and in limited cases propane (this includes bi-fuel vehicles).

## Future of AFVs in the U.S.

- Advanced technology vehicles (AFVs or advanced engine technology) are projected to:
- Reach 2.1 million vehicle sales per year by 2020
- 12% of total projected light-duty vehicle sales
- Alcohol flexible-fueled vehicles are expected to lead advanced technology vehicle sales, reaching approximately 644,000 units by 2020.
- About 80% of advanced technology sales are a result of Federal and State mandates for either fuel economy standards, emissions programs, etc.

**Notes:**
Projections provided by the DOE Energy Information Administration, Annual Energy Outlook.

## Federal Role in Transportation Policies

**Notes:**
EPCA (CAFÉ), 1975. 
   Regulations & Standards: 
The Energy Policy and Conservation Act (EPCA) of 1975 established Corporate Average Fuel Economy (CAFE) standards in order to conserve oil.
CAFE rules require the average fuel economy of all vehicles of a given class that a manufacturer sells in each model year to be equal to or greater than the standard. The CAFE standard for passenger cars is 27.5 miles per gallon. The standard for light trucks is 20.7 miles per gallon. 
CAFE rules doubled passenger vehicle fuel economy over a period of 10 years (1975-1985) but provided for no fuel economy increases after 1985, and CAFE standards have been stagnant since.
Light trucks held to a lower standard: At the time CAFE standards were enacted (1975), light trucks were mainly used as commercial and agricultural work vehicles and were a relatively small portion of the U.S. automobile market. Thus, a lower CAFE standard was established for light trucks -- including most SUVs and all mini-vans -- than for passenger cars. From 1980 to 1999, light trucks (including SUVs and mini-vans) increased from 20 percent of the U.S. new automobile market to 48.3 percent.
Requiring light trucks to meet the same standards as cars could, by 2010, cut carbon dioxide emissions 240 million tons each year and cut oil consumption by one million barrels of oil each day. This would save more oil over the next 15 years than is economically recoverable from the Arctic National Wildlife Refuge over the next 50 years.
Increasing fuel economy standards to 40 mpg in the next decade would cut annual greenhouse gas emissions by 273 million tons in 2010, according to Union of Concerned Scientists. The same 40 mpg standard would save 2.5 million barrels of oil per day by 2020, according to the New York Times. 

AMFA, 1988.
The Alternative Motor Fuels Act of 1988 (AMFA) is a federal statute that encourages the development and widespread use of methanol, ethanol, and natural gas as transportation fuels by consumers and the production of methanol, ethanol, and natural gas powered vehicles. 
   Regulations & Standards: 
Section 400AA calls for the Federal Government to acquire the maximum number of passenger automobiles and light duty trucks powered by alcohol, dual energy, natural gas or dual energy natural gas vehicles as is practical. These vehicles shall be supplied by original equipment manufacturers. 
   Information:
Section 400BB calls for the Department of Energy to establish a commercial application program to study the use of alcohol and natural gas in heavy duty trucks. This is to be done in cooperation with manufacturers of heavy duty engines and other Federal agencies. 
Section 400CC call for the Department of Energy to assist State and local government agencies in the testing in urban settings of buses capable of operating on alcohol and buses capable of operating on natural gas for emissions levels, durability, safety and fuel economy, comparing the different types with each other and with diesel powered buses. 
The management responsibilities for these projects was assigned by the Department of Energy to the National Renewable Energy Laboratory. Since 1991, projects have been underway in all three areas. Data that are collected from these projects are entered into the Alternative Fuels Data Center and made available to the public on-line and through the National Alternative Fuels Hotline. 

EPACT, 1992.
The Energy Policy Act (EPAct) was passed in 1992 to accelerate the use of alternative fuels in the transportation sector. The U.S. Department of Energy’s primary goals are to decrease the nation’s dependence on foreign oil and increase energy security through the use of domestically produced alternative fuels.
   Regulations & Standards: 
DOE’s mission is to replace 10% of petroleum based motor fuels by the year 2000, and 30% by 2010.
EPAct defines an alternative fuel as any fuel that is substantially non-petroleum and yields energy security and environmental benefits. EPAct currently recognizes: methanol and denatured ethanol as alcohol fuels (alcohol mixtures that contain no less then 70% of the alcohol fuel), natural gas (compressed or liquefied), liquefied petroleum gas, hydrogen, coal-derived liquid fuels, fuels derived from biological materials and electricity (including solar energy). DOE can expand this list when new fuels are developed and approved as meeting this definition. Vehicles designed to run on any of the above alternative fuels may be dedicated or dual-fuel, including bi-fuel and flexible fuel.
Federal, state and alternative fuel provider fleets are currently mandated by EPAct. 	
Vehicles that are exempt from the mandate include law enforcement vehicles, emergency vehicles, non-road vehicles and vehicles used for product evaluations and testing.
Purchasing Requirements, under the The State and Alternative Fuel Provider Program, apply to the percentage of new vehicle acquisitions by federal state and alternative fuel provider fleets that must be AFVs. Requirements for municipal and private fleets are tentative and not mandated.
Fleets earn credits for each vehicle purchased and credits earned in excess of their requirements can be banked or traded with other fleets. Credits for light duty vehicles are earned at a rate of one credit per vehicle in excess of the minimum acquisition requirement. One credit may also be allocated for each year the alternative fuel vehicle (AFV) is acquired before the requirement date. Once the fleet’s light-duty AFV purchases have been fulfilled, credits may be earned for medium-duty AFVs and heavy-duty AFVs. These credits can be used to satisfy acquisition requirements in subsequent years or sold and traded between fleets.
   Financial Incentives:
EPAct establishes an incentive program for the purchase of AFVs and conversion of conventional gasoline vehicles to alternative fuels. Through federal tax incentives, companies and private individuals can offset a portion of the incremental costs associated with the conversion of vehicles, or purchase of an AFV. DOE to assist federal-to-state assistance and incentive programs to accelerate introduction and use of AFVs.
Example: Electric Vehicle Tax Credit. 
A tax credit for the purchase of qualified EVs and hybrid electric vehicles (HEVs) is provided under EPAct Public Law. To qualify for the credit, the vehicle must be powered primarily by an electric motor drawing current from batteries or other portable sources of electric current. The size of the credit is 10% of the cost of the vehicle, up to a maximum credit of $4,000. The dollar amount for the Clean Fuel Vehicle tax deductions and credits will be reduced after the year 2001 by 25% until it is phased out in 2005. These deductions and credits are available between December 20, 1993, and December 31, 2004.  
Example: IRS Federal Tax Deduction
This is a deduction for clean fuel vehicles and certain refueling properties. A tax deduction for the purchase of a new original equipment manufacturer (OEM) qualified clean fuel vehicle, or for the conversion of a vehicle to use a clean-burning fuel. The amount of the tax deductions for qualified clean fuel vehicles is based on the gross vehicle weight (gvw) and types of vehicle. The tax deduction for clean fuel vehicles is available for business or personal vehicles, except EVs eligible for the federal EV tax credit. A tax deduction of up to $100,000 per location is available for qualified clean fuel refueling property or recharging property for EVs. 
Information:
Public information campaigns (brochures, “Fast Fuel Facts” fact sheets, technical panflets), certification of training programs for mechanics, labeling requirements, continued research and development (PNGV), education programs for officials and federal employees
Voluntary commitments from providers, suppliers, fleet purchasers through DOE Clean Cities Program

ISTEA & TEA-21, 1991 & 1996
Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA)
   Financial Incentives:
Substantial support is provided for enhanced research and development and the effective application of innovative technology to solve highway problems. A grant program is established for electrical vehicle and advanced transportation research and development. The grants will be awarded to at least three consortia that must provide services including obtaining funding for the acquisition of plant sites, conversion of plant facilities, and acquisition of equipment for the development or manufacture of advanced transportation systems or electric vehicles, or other related systems or equipment, especially for environmentally benign and cost-effective manufacturing processes. The non-Federal share of the grants must be at least 50 percent. 
Transportation Equity Act for the 21st Century (TEA-21)
   Financial Incentives:
Surface transportation research. Contract authority totaling $592 million is provided for FYs 1998-2003 to fund research, development, and technology transfer activities with respect to all phases of transportation planning and development and motor carrier transportation, in addition to testing and development activities.
New efforts include an Advanced Research program to address longer-term, higher-risk research that shows potential for substantial national benefits and a new Surface Transportation-Environment Cooperative Research program which will address a variety of transportation-related environmental issues. Also authorized is the Advanced Vehicle Technologies program, to be jointly administered by DOT and the Department of Energy, whose goal is to develop advanced vehicles, components, and infrastructure, and bring them to the commercial market.
Advanced Transit Technologies: New programs are established for study, design, and demonstration of bus technology, fuel cell-powered transit buses, and others.

Energy Policy Act, Passed Senate on April 25, 2002
   Regulations and Standards
Vehicle Acquisition Requirements for Federal, State, and Fuel Provider Fleets
Requires federal fleets with alternative fuel capability to use alternative fuels for at least 50 percent of the total annual volume of fuel used in such vehicles by 2003 and 75 percent of the total annual volume of fuel used by 2005.
CAFÉ update: Average fuel economy standards for passenger automobiles and light trucks: Requires the National Highway Transportation Safety Administration (NHTSA), within 18 months of enactment, to issue annual fuel economy standards for model year 2005-2013 that will result in each manufacturer’s overall light duty fleet CAFE being 35 mpg by 2013. If the rulemaking is not issued on time, default annual fuel economy standards applicable beginning in MY 2005 would be established instead. 
   Financial Incentives:
Vehicle and Refueling Tax Deductions
Light truck challenge: Requires the Secretary of Transportation to issue a 2-year “challenge” competitive contract to consortium to design a new multiple fuel (including fuel cell) hybrid electric vehicle and bring it to production. The consortium must use an existing vehicle and the product must meet the following criteria: it must increase fuel economy by 50 percent, retain power, not increase cost by more than 10 percent. Would include 2 grants of $10 million each.
Department of Transportation engineering award program: Establishes engineering prizes modeled on NASA’s “X Prizes” to the company that produces the first vehicle 50 percent over MY 2000 achievements in the following categories: (1) the first large domestic SUV, van, or pickup to reach 30 mpg; (2) the first midsized SUV, van or pickup to achieve 35 mpg; and (3) the first small SUV, van or pickup to achieve 40 mpg The qualifying vehicle must be part of a manufacturer’s domestic fleet and vehicle must meet all applicable environmental and safety standards. In addition, the first automobile manufacturer whose domestic fleet is certified by the Secretary of Transportation to have achieved a fuel economy average of 37 mpg shall receive a manufacturer’s award in recognition of its commitment to meeting the goals of reducing US dependence on imported oil and cutting greenhouse gases and other harmful emissions.
Information:
Voluntary Market Development
Green school bus pilot program: Establishes a pilot program to make competitive grants to demonstrate the commercial application of alternative-fuel and ultra-low sulfur diesel school buses. Grants under this program could be used to supply up to 85 percent of the cost of each bus, and up to 15 percent of the cost of necessary alternative fuel infrastructure.
Fuel cell bus development and demonstration program: Authorizes a pilot program to develop and demonstrate fuel cell-powered school buses.
Biodiesel fuel use credits: Allows biodiesel fuel use credits to be counted as alternative fuel fleet credits under the Energy Policy Act of 1992.
Renewable content of motor fuel: Requires that the Environmental Protection Agency mandate that an increasing amount of renewable fuel (including ethanol and biodiesel) be blended into gasoline, starting with 2 billion gallons per year in 2003 and increasing to 5 billion gallons per year in 2012. In 2013 and thereafter, the percentage use of ethanol remains the same as in 2012. Refiners and blenders who use a greater amount of ethanol can earn tradeable credits that expire after 1 year, if not used or traded. A mechanism for States to request EPA to lower the national ethanol requirement is also provided.
Neighborhood electric vehicles: Includes zero-emission, low-speed electric vehicles in the definition of alternative fuel vehicles under the Energy Policy Act of 1992.
Currently:
The Conference of energy bills in Congress will determine an Energy Bill that will include new federal transportation policies. 

## How the U.S. Government Supports AFVs

**Fuel Taxes**
- Highway Tax
- Ethanol Production Tax Credit
**Energy Policy Act**
- Vehicle and Refueling Tax Deductions
- Vehicle Acquisition Requirements for Federal, State, and Fuel Provider Fleets
- Voluntary Market Development
- _DOE Clean Cities Program_

**Notes:**
Let me discuss the various ways that the Federal US government supports AFVs: One way is through fuel taxes.
Highway Taxes: CNG = 5.9 cents/GGE, LNG = 11.9 cents/gal, gasoline = 18.4 cents/gal
Let me say that the Energy Policy Act of 1992 or EPACT is the main law that drives the policies being implemented today to promote alternative fuel usage.  There are provisions in EPACT that have not had funding appropriated but the items listed are the major programs that DOE is managing.
	First the tax deductions--Up to $2,000 per light-duty vehicle, up to $50,000 per heavy-duty vehicle, and up to $100,000 per refueling station were part of the Energy Policy Act of 1992.
	The Federal government has certain vehicle acquisitions requirements. There are approximately 30,000 AFVs in the Federal fleet and an recent executive order was signed requiring fuel usage—20% displacement of petroleum....State Fleets are required to purchase 75% of their new acquisitions must be alternatives fuel vehicles.  Unfortunately, there was a loophole in EPACT enabling Federal fleets and state fleets to purchase flexfuel or bi-fuel AFVs but continue using only gasoline.  Similar requirements exist for fuel providers but they have higher AFV acquisition rates and they must use the alternative fuel to be in compliance.  
And what I am most familiar with is the Clean Cities Program, a voluntary program, that is coordinated by the DOE, but developed and implemented at the local level to build markets for AFVs and refueling infrastructure. 

## U.S. Clean Cities Program

**A voluntary, locally based government/ industry partnership**

-  Currently 79 Active Cities
-  Over 4,800 Stakeholders
-  181 million gallons of petroleum displaced per year
-  32,000 metric tons of emissions reduced per year

**Notes:**
The program began in the fall of 1993 with the designation of one coalition—Atlanta.  Today we have 80 coalitions and more than 4400 stakeholders who have become a force for alternative fuels in their communities.  A clean cities coalition typically includes representatives from the city and state government, transit agency, local fuel providers, metropolitan planning organizations, environmental groups, postal service local AFV dealers and private fleets. The coalition is run by a coordinator who keeps the coalition moving, communicating to the press, putting together projects, raising funds, working with the legislative body to put incentives in place. 

There are important steps in obtaining a Clean Cities designation.
This first begins with building a coalition of interested stakeholders.
Assess the local or regional alternative fuel market and identify AFV fleets, potential AFV fleets, and refueling stations.
Work to ensure a strong market foundation for AFVs and build stakeholder commitments.
Then design a program plan that describes the AFV market and outlines the coalition’s goals as well as the action steps stakeholders will take to reach the goals.
DOE will review your program plan and help fine-tune it.
I can’t stress enough the importance of building a coalition of diverse organizations...they become the champions for alternative fuels at the local level and help the Federal government meet its mission.
When the Clean Cities program started, there were folks who thought it wouldn’t last, but our progress is proof that building a grassroots effort works.  And the manufacturers truly look at the designated Clean Cities as the market place for their products...and as I said earlier they are building more and more choices for their consumers. 

## Clean Cities Goals

- 1 Million AFVs Nationwide by 2010
- 1 Billion Gasoline Gallon Equivalents/Year of Alternative Fuel Used Nationwide in AFVs by 2010
- 75% of the Clean Cities Coalitions will be Self-Sustaining by 2005

## Local Clean Cities Objectives

- Identify and Educate Fleets About Alternative Fuels
- Build Necessary Refueling Sites
- Train Drivers, Mechanics and Others
- Educate the Public
- Find Adequate Resources for AFV Projects
- Encourage Governments to Pass Legislation Favorable to AFVs

## Clean Cities Products Offered

**Funding**
- Rebates
- State Energy Grant Program
- Advancing AFV Events
- Tiger Teams
**Products**
- Clean Cities Web Site and Hotline
- Alternative Fuel News
- Case Studies/Fact Sheets

**Tools**
- Shuttle Bus Tool Kit
- Fleet Buyer’s Guide (www.fleets.doe.gov)
**Training**
- Grants Writing
- Foundation Funding/CMAQ Funding
- Organizing Effective Coalitions
- National Clean Cities Conference
- “Tiger Teams”

**Notes:**
Clean Cities helps local programs meet these objectives and get off the ground with specialized technical assistance.

Clean Cities assists with financing different funding partners, rebates programs, the State Energy Grant Program, and AFV events.
Clean Cities publishes many useful products on the internet, in newsletters, and other documents.
Clean Cities also provides tools to help coalitions meet these objectives, such as the Clean Cities Vehicle Buyer’s Guide – designed to help you understand and acquire AFVs, and the Shuttle Bus Tool Kit. Many of these tools can be found on the Clean Cities website, www.ccities.doe.gov
Clean Cities organizes training in grants writing, foundation funding/CMAQ funding, organizing effective coalitions, and more options at the National Clean Cities Conference.
We have “Tiger Teams” of AFV experts that provide technical problem solving related to vehicle operations, infrastructure operations, and evaluation of potential opportunities. These teams help coalitions learn to help themselves.

## Clean Cities Success Stories

**Checker Cab, Atlanta, Georgia**
- Total of 70 CNG taxis
- 	(Almost all Ford Crown Victorias)
- Reduce costs of vehicles by combining grants and rebates
- Checker Cab CNG refueling stations are available to the public 24 hours per day
**Northside Independent School District, Northside, TX**
- 410 propane vehicles (some bi-fuel)
**Denver International Airport**
- About 1000 electric and natural gas
- 	vehicles of all types

## Lessons Learned from the Clean Cities Program

- Incentives to encourage purchases are key
- Active fuel suppliers are necessary
- Drivers & mechanics must be educated
- Only high performance technologies should be selected
- Customers must be vocal about what they want in terms of vehicle types
- Coalitions are important: need strong coordinator
- Niche markets are a must

**Notes:**
Incentives are necessary to help defray the cost of an alternative fuel vehicle. In the US more than 30 states offer loans, rebates, tax credits, etc.  Non-monetary awards can also make the difference.  Some cities, like NYC where parking is a premium, offer green curb parking, meaning designate parking spots are reserved for green vehicles. 
Active and supportive fuel suppliers are necessary.  In the U.S. the natural gas industry has gone through restructuring and some have gotten out of the business of selling natural gas for vehicles.  Fortunately, turnkey companies have opened shop, offering vehicle discounts based on fuel usage and building fueling stations. Long-term commitment is needed to build infrastructure
Acceptance by drivers and mechanics will take time--I think you are learning that--but once you find a champion, have this person speak to other drivers or other fleet managers.  Award those fleets that have been successful.  People like recognition! Often you will find mechanics that like working on cutting edge technologies.
Understand the needs of the customers, in the U.S. our folks have been asking for cutaway vans used for shuttles for years now and Ford has finally this year delivered this model.  Also, while this isn’t on my list, I want to mention this...try to avoid bad product.  If fleets have a negative experience with a particular engine or vehicle, it can set the whole alternative fuels industry back years.
Again, grassroots coalitions are essential.
Our program has begun to put a major emphasis on niche markets.

## Contact Information

**Contact**
- Marcy Rood
_**marcy.rood@ee.doe.gov**_
**202-586-8161**
**See Website**
_**[www.ccities.doe.gov](http://www.ccities.doe.gov/)**_

**Partners**
- National Alternative Fuels Training Center _[http://](http://naftp.nrcce.wvu.edu/)__[naftp.nrcce.wvu.edu](http://naftp.nrcce.wvu.edu/)_
- Natural Gas Vehicle Institute _[www.ngvi.com](http://www.ngvi.com/)_
- Gas Technology Institute _[www.gastechnology.org](http://www.gastechnology.org/)_
- International Association of Natural Gas Vehicles _[www.iangv.org](http://www.iangv.org/)_
- Natural Gas Vehicle Coalition _[www.ngvc.org](http://www.ngvc.org/)_
- National Propane Gas Association _[www.npga.org](http://www.npga.org/)_
- Electric Vehicle Association of the Americas _[www.evaa.org](http://www.evaa.org/)_