A national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

National Renewable Energy Laboratory 

Innovation for Our Energy Future 

Options for Alternative Fuels 

and Advanced Vehicles in 

Greensburg, Kansas 

G. Harrow 

Technical Report 

NREL/TP-540-42748 

May 2008 

NREL is operated by Midwest Research Institute ● Battelle Contract No. DE-AC36-99-GO10337 
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by Midwest Research Institute • Battelle 

Contract No. DE-AC36-99-GO10337

Technical Report 

NREL/TP-540-42748 

May 2008 

Options for Alternative Fuels 

and Advanced Vehicles in 

Greensburg, Kansas 

G. Harrow 

Prepared under Task No. BEDR.7155 
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Executive Summary 

Shortly after a devastating tornado struck the city of Greensburg, Kansas, in May 2007, 

plans to rebuild Greensburg as a sustainable community began to evolve. The U.S. 

Department of Energy, the National Renewable Energy Laboratory, and other federal, 

state, and local agencies are working together to develop an integrated energy strategy to 

assist Greensburg City leaders in this endeavor. Design strategies for energy efficient 

commercial buildings, schools, and homes are being presented while options for 

reduction of petroleum consumption through alternative fuels and advanced vehicles, fuel 

blends, fuel economy, hybrid vehicles, and idle reduction are undergoing analysis. 

This report focuses on laying out the key success factors of infrastructure, alternative 

vehicles, and alternative and renewable fuels. Because of the extensive efforts required to 

rebuild the entire city from the ground up, short-term recommendations for the 

transportation sector have been limited to technologies and fuels that will not require 

significant new businesses or major culture shifts at this time. In the long term, there are 

numerous transportation options such as idle reduction devices and electric and hybrid 

vehicles that should be considered. Information on both short- and long-term options is 

included in this report, although, some of the more multifaceted technology options are 

not currently being recommended. 

A summation of key success factors for both the short- and long-term includes: 

• Private and public commitments to the use of alternative fuels, advanced vehicle 

technologies, and petroleum reduction 

• Adequate alternative fuel vehicle population and availability 

• Sufficient alternative fuel fueling stations 

• Competitive prices and incentives for alternative fuel vehicles (AFV), fuels, and 

technologies. 

As part of this research, interviews were conducted with community members as well as 

a variety of public and private stakeholders including fleet owners, fueling station 

owners, refineries, and vehicle dealers. 

The recommendations in this report should increase the potential for the successful use of 

alternative transportation technologies in Greensburg. They are based on the information 

collected in these interviews and supplemented with historical data. 

 iii
 iv

Table of Contents 

Executive Summary......................................................................................................... iii

1. Introduction ..............................................................................................................1

2. Public and Private Commitments to Alternative Fuels ........................................4

3. Vehicle Numbers and Availability..........................................................................4

4. Fuel Supplies and Pricing........................................................................................4

Table 1. Estimated Vehicle Fuel Consumption in Greensburg (gallons per year)..........5 

5. Fueling Locations .....................................................................................................5

6. Incentives for Alternative Fuels & Alternative Fuel Vehicles..............................6

7. Recommendations ....................................................................................................6

7.1 General Recommendations ........................................................................................7 

7.2 Public and Private Commitment to Alternative Fuels and Petroleum Reduction......7 

7.3 Vehicle Population and Availability ..........................................................................7 

7.4 Fuel Supply and Pricing .............................................................................................8 

7.5 Fueling Locations.......................................................................................................8 

8. Challenges .................................................................................................................9

9. Potential Economic Development Opportunities ..................................................9

Appendix A.......................................................................................................................10

Appendix B .......................................................................................................................14

Appendix C.......................................................................................................................15

Appendix D.......................................................................................................................23
1. Introduction 

Not long ago, Greensburg, Kansas, was nearly wiped off the map. In May 2007, Greensburg 

was hit by a fierce tornado that either destroyed or severely damaged the city’s homes, 

commercial areas, a hospital, and many vehicles. The population of this city, which is also the 

Kiowa County seat, was more than 1,400 before the tornado struck. By the end of 2008, the 

population could be only half that many—about 700 people—according to some estimates. 

But Greensburg is a city that refuses to give up. Its leaders and many of its citizens are 

committed to rebuilding Greensburg to be a model of sustainability for other cities and towns 

in rural America. To assist the city, the National Renewable Energy Laboratory (NREL) is 

working with the U.S. Department of Energy (DOE) and other federal, state, and local 

agencies to help Greensburg define its vision for rebuilding as a “green” city. 

As of December 1, 2007, 44 businesses had made a commitment to rebuild there, and six new 

businesses had expressed interest in locating there, as well. Before the tornado, many of 

Greensburg’s businesses depended on fleets of vehicles to carry out their day-to-day 

operations. Since the storm, the state has provided them with a number of older replacement 

vehicles. But many vehicles—and especially newer ones—are still needed. 

As the city rebuilds its fleets, a number of officials have expressed considerable interest in 

using alternative fuels and associated alternative vehicle technologies. After many discussions 

with local leaders and consideration of the other higher priority projects that the community 

has to complete, recommendations to implement basic alternative fuels such as biodiesel, 

ethanol, CNG, and propane make the most sense short term. Hybrid electric vehicles are not 

being considered at this time because local dealerships do not currently sell or offer 

maintenance services for these types of advanced vehicles. 

After the city and business infrastructure is in place and residential properties are rebuilt, 

other technologies such as idle reduction devices and electric and hybrid vehicles should be 

considered. To successfully incorporate alternative fuels and advanced technology vehicles in 

the city’s rebuilding plan, the following factors will be key: 

• Private and public commitments to the use of alternative fuels, advanced vehicle 

technologies, and petroleum reduction 

• Adequate alternative fuel vehicle population and availability 

• Sufficient alternative fuel fueling stations 

• Competitive prices and incentives for AFVs, fuels, and technologies. 

Selecting a short- and long-term portfolio of the most appropriate alternative fuels and 

vehicles for the area is also important in ensuring the success of those technologies in 

Greensburg. An appropriate long-term portfolio that includes all alternative fuels and 

advanced technologies, such as electric and hybrid vehicles and idle reduction devices will 

help the city and its citizens reduce both greenhouse gas (GHG) emissions and the city’s 

dependence on foreign oil. Short term, biofuels and select other alternative fuels can 

1 
especially support the community if they are produced from locally grown crops and by using 

local, renewably generated power. 

This report discusses implementation of biodiesel, electricity, ethanol, natural gas, and 

propane, which are all commercially available and, in the short term, could meet the majority 

of Greensburg’s transportation needs without major business development. It briefly discusses 

some of the other advanced technologies available but, because of the longer timeframe 

required to implement these technologies, detailed deployment discussions were not included. 

The following information about these technologies can also be found on DOE’s Energy 

Efficiency and Renewable Energy Alternative Fuels and Advanced Vehicles Data Center 

(AFDC) Web site (see www.eere.energy.gov/afdc/fuels/index.html), and it is reprinted here. 

Readers can use the links to obtain more information. 

Biodiesel (http://www.eere.energy.gov/afdc/fuels/biodiesel.html) 

Biodiesel is a renewable alternative fuel produced from a wide range of vegetable oils and 

animal fats. Pure biodiesel is compatible with most diesel engines and is commonly blended 

with petroleum diesel. Blends like B5 (5% biodiesel, 95% diesel), currently being used by the 

Kansas Department of Transportation in Greensburg, are becoming increasingly common as 

fleets and drivers become more aware of the many benefits. Biodiesel blends up to B20 (20% 

biodiesel and 80% diesel) are becoming more widely available and can be implemented using 

current infrastructure. 

Electricity (www.eere.energy.gov/afdc/fuels/electricity.html) 

Greensburg is considering renewable electricity generation options using wind power. This 

renewable energy can be used to power electric vehicles directly from the power grid. Electric 

vehicles (EVs) store electricity in an energy storage device, such as a battery. The electricity 

powers the vehicle’s wheels by means of an electric motor. Due to current battery technology 

and vehicle design limitations, EVs have limited energy storage capacity and driving range. 

Some EVs replenish the electricity with onboard chargers; others plug into a charger located 

outside the vehicle. There are currently no light-duty electric vehicles available from major 

auto manufacturers. Neighborhood electric vehicles (NEVs), on the other hand, are being 

manufactured by a variety of companies. These small vehicles are ideal for a city the size of 

Greensburg and are commonly used for municipal tasks, neighborhood commuting, light 

hauling, and delivery. Their use is limited to areas with 35 mph speed limits or for off-road 

service. 

Ethanol (www.eere.energy.gov/afdc/fuels/ethanol.html) 

Ethanol is a renewable transportation fuel primarily made today from starch crops, such as 

corn. It can also be made from sugar beets and cane or cellulosic materials, such as corn 

stover and wheat straw. Nearly one-third of U.S. gasoline used in conventional vehicles 

contains ethanol in a low-level blend to reduce air pollution. E85 (85% ethanol, 15% 

gasoline) is considered an alternative fuel and is used to fuel E85-capable flexible fuel 

vehicles (FFVs), which are available in a variety of models from U.S. and foreign 

automakers. FFVs are capable of operating on gasoline, E85, or a mixture of both using a 

single fueling system. Other than fueling capability and corrosion-resistant components, FFVs 

are similar to their conventional gasoline counterparts. Power, acceleration, payload, and 

cruise speed are comparable whether running on ethanol or gasoline. The only noticeable 

2
difference is that fuel economy is lower when FFVs run on ethanol because of its lower 

energy content. However, if priced correctly, E85 has an equivalent cost per mile. 

Natural Gas (www.eere.energy.gov/afdc/fuels/natural_gas.html) 

Natural gas is a domestically produced alternative fuel and is readily available to end users 

through the utility infrastructure. Most natural gas is extracted from gas and oil wells with 

much smaller amounts derived from supplemental sources such as synthetic gas, landfill gas 

and other biogas resources, and coal-derived gas. Dedicated natural gas vehicles (NGVs) are 

designed to run only on natural gas; bi-fuel NGVs have two separate fueling systems that 

enable the vehicle to use either natural gas or a conventional fuel (gasoline or diesel). Natural 

gas vehicles are fueled with compressed natural gas (CNG) or liquefied natural gas (LNG). 

The driving range of NGVs generally is less than that of comparable gasoline- and dieselfueled vehicles because of the lower energy content of natural gas. NGV horsepower, 

acceleration, and cruise speed are comparable with those of an equivalent conventionallyfueled vehicle. Light-duty natural gas vehicles work much like gasoline-powered vehicles 

with spark-ignited engines. Some heavy-duty vehicles use spark-ignited natural gas systems, 

but other systems exist as well. High-pressure direct injection engines burn natural gas in a 

compression-ignition (diesel) cycle. Heavy-duty engines can also burn diesel and natural gas 

in a dual-fuel system. Several light-duty and heavy-duty natural gas vehicles are available 

from manufacturers or certified conversion companies. (Note that conversions must be 

performed by companies that have received approval from the Environmental Protection 

Agency). A CNG powered Honda Civic and a FuelMaker FMQ-2-36 CNG refueling station 

were recently donated to Greensburg. See also 

www.fuelmaker.com/Products/NaturalGasRefueling/ProductSpecifications. 

Propane (www.eere.energy.gov/afdc/fuels/propane.html) 

Propane, also known as liquefied petroleum gas (LPG), is used by many fleets. It is produced 

as a by-product of natural gas processing and crude oil refining. Propane has a high energy 

density, high octane rating, and excellent properties for spark-ignited internal combustion 

engines. Propane vehicles work much like gasoline-powered vehicles with spark-ignited 

engines. Depending on the system, a vapor mixture of propane and air or liquid propane is 

drawn or injected into the combustion chamber where it is burned to produce power, just like 

gasoline. The Southern Plains Co-op has a propane refueling station in Greensburg. As with 

CNG, there are several certified propane light- and heavy-duty conversions that are available. 

Hybrids (www.eere.energy.gov/afdc/vehicles/hybrid_electric.html) 

Hybrid electric vehicles (HEVs) typically combine the internal combustion engine of a 

conventional vehicle with the battery and electric motor of an electric vehicle. HEVs combine 

the benefits of high fuel economy and low emissions with the power, range, safety 

characteristics, and convenience of conventional diesel and gasoline fueled vehicles. Future 

offerings might also include plug-in hybrid electric vehicles that could take advantage of 

available public or private charging facilities. Hybrid electric vehicles can be cost competitive 

with similar conventional vehicles. What cost premiums there are for HEVs can be offset by 

fuel cost savings and tax incentives. There are numerous original equipment manufacturers 

that offer light duty hybrid vehicles. Various manufacturers currently offer medium and heavy 

duty hybrid vehicles including delivery vehicles, buses, and refuse trucks. 

3
Idle Reduction (www.eere.energy.gov/afdc/vehicles/idle_reduction.html) 

Idle reduction (IR) technologies and practices are an important way to cut petroleum 

consumption and emissions. IR is typically used to describe technologies and practices that 

reduce the amount of time vehicles idle their engines. Reducing idle time saves fuel, engine 

wear, and money while reducing emissions and noise. A variety of technologies are employed 

to reduce this fuel use. Onboard equipment such as automatic engine stop-start controls and 

auxiliary power units can be used. Additional strategies are available for light- and mediumduty vehicles and school buses. 

2. Public and Private Commitments to Alternative Fuels 

In December 2007, NREL conducted extensive interviews with members of the Greensburg 

community. Both public and private fleets indicated support for alternative fuels—if they 

were cost competitive, operationally similar to conventional fuels, and readily available. The 

use of biofuels, such as E85 and biodiesel, was noted several times in the interviews as a way 

to support the local agricultural economy. Questions and concerns were raised about the 

relative merit of biofuels, and many of these inquiries were addressed during the interviews. 

3. Vehicle Numbers and Availability 

From the Greensburg fleet interviews, combined with data obtained from R.L. Polk & Co., we 

concluded that, before the tornado struck, there were approximately 4,000 vehicles within a 

30-mile radius of Greensburg. The vehicles included 100 FFVs, 300 diesel on-road vehicles, 

and 3,600 gasoline-fueled vehicles. The current vehicle population is more difficult to 

ascertain, because a significant number of residents have not returned to Greensburg, 

damaged vehicles have not been permanently replaced, and fleet owners are trying to assess 

their future needs before acquiring new vehicles. 

After the tornado, the Greensburg Chevrolet dealer relocated to a temporary facility and 

continues to sell and maintain FFVs. A Ford dealership approximately 30 miles away in Pratt 

also sells FFVs. There is currently no local support infrastructure to provide, maintain, and 

repair hybrid, electric, or natural-gas-fueled vehicles. 

4. Fuel Supplies and Pricing 

The three Greensburg fueling stations— Kwik Shop, Southern Plains Co-op, and Volz Oil—

provide various blends of gasoline, diesel, and dyed diesel. Kiowa County and the Kansas 

Department of Transportation also maintain multiple fuel tanks for vehicle refueling. When 

the interviews were conducted, there were no E85 or biodiesel refueling stations, but all of the 

fuel providers indicated that their suppliers could provide them with both fuels. There were 

also no publicly available electric charging stations. 

Changes are on the way, however. For example, a FuelMaker CNG refueling station was 

recently donated to the city and the Southern Plains Co-op plans to install a credit card reader 

at their propane refueling station. For an up-to-date listing of the Greensburg area’s 

alternative fuel stations, see the AFDC’s Alternative Fueling Station Locator at 

http://afdcmap2.nrel.gov/locator. Using the station locator, you can search the Greensburg 

4
area to find stations offering compressed natural gas, liquefied petroleum gas, E85, electricity, 

biodiesel, hydrogen, and liquefied natural gas. The results are displayed in a map with details 

about each station. 

Even when an alternative fuel is available, cost-competitive pricing is critical to its successful 

use. During the 2007 interviews, station owners indicated that the wholesale cost of biodiesel 

and ethanol was not competitive with that of conventional diesel and gasoline. A 

CNG/gasoline cost comparison supplied by Kansas Gas Service (Appendix D) indicates that 

CNG costs significantly less than unleaded gasoline, however, on a gasoline gallon equivalent 

basis. 

A successful approach to obtaining biodiesel and ethanol at a favorable price is to negotiate 

long-term contracts directly with local fuel producers. This approach reduces transportation 

charges, potentially eliminates fuel marketer fees, and provides support to local production 

facilities that purchase feedstocks, such as soybeans and corn. 

There are two local producer options for ethanol in the area. The Gateway Ethanol plant in 

Pratt is in the initial startup phase and should be producing within a few months, if it is not 

already doing so. Noble Americas, representing Gateway, indicated that it would be interested 

in supplying E85 to facilities in Greensburg. Also, Kwik Shop has been purchasing E85 for 

one of its Wichita stations from Abengoa Bioenergy Corporation in Colwich, Kansas. 

Abengoa Bioenergy New Technologies currently has a grant from DOE to produce ethanol 

from cellulosic materials. This might provide both a short-term option for corn-based ethanol 

as well as a longer term option for cellulosic ethanol. Recently, Torsten Energy announced 

that it would be building a biodiesel plant in Greensburg. Several plants could be in 

production within three to four years. No additional local biodiesel producers have been 

identified. 

The 2007 interviews also indicated that the approximate annual volume of transportationrelated fuel being obtained at current Greensburg fueling sites amounts to 1.6 million gallons 

of gasoline; 300,000 gallons of on-road, clear diesel; and 115,000 gallons of off-road, dyed 

diesel. At the time of this report, the numbers from Volz Oil had not been confirmed. 

Table 1. Estimated Vehicle Fuel Consumption in Greensburg (gallons per year) 

Gasoline Diesel E85 CNG Propane 

Municipal and 

Retail 

Locations 

1,600,000 415,000 0 0 0 

5. Fueling Locations 

The economics of dispensing alternative fuels must be sustainable over the long term. 

Economic sustainability will be affected by the local vehicle population, the commitment of 

vehicle owners to use alternative fuels, and the cost of installing fueling equipment, such as 

tanks and dispensers. 

5
As mentioned earlier, both diesel vehicles and FFVs are currently operating in the Greensburg 

area. In the 2007 interviews, most fleet owners indicated that B20 is operationally viable for 

their diesel vehicles and that they could mandate its use if it were cost competitive with #2 

diesel. However, private vehicle owners would be the primary purchasers of E85, and it could 

take some time and education to change their behaviors in this regard. The fleets that 

currently include FFVs, or are considering purchasing them, indicated that they would 

probably refuel with E85 when it is offered at competitive prices. 

Station owners reported that they have received estimates of $60,000 to $70,000 to add E85 

equipment. If the owner qualifies for it, Kansas currently offers a 40% tax credit for this. 

There is also a 30% federal tax incentive for increasing the alternative fuel infrastructure (see 

Appendix C for more on infrastructure tax incentives). All the fuel providers interviewed 

expressed interest in supporting alternative fuels and the associated infrastructure if the 

business case supports the investment and the fuel is available at a competitive price. 

Calculations made using the NREL E85 Business Case model and estimated FFV populations 

suggest that adding an E85 capability to existing stations might be feasible (see Appendix B 

for specific calculations used in the Greensburg scenarios). Additional information, including 

assumptions and calculation methods used in the business case, can be found at 

www.eere.energy.gov/afdc/fuels/ethanol_business.html. 

Further studies need to be conducted to better understand the business cases for all alternative 

fuels. If other sources of funding can be found to help build an alternative fuel infrastructure 

in Greensburg, the economic viability of this option will be enhanced. 

6. Incentives for Alternative Fuels & Alternative Fuel Vehicles 

Numerous federal and state incentives promote the use of alternative fuels and the acquisition 

of alternative fuel vehicles in Kansas, and many could be applicable in Greensburg. Incentives 

for alternative fuels usually fall into the following categories: fuel infrastructure credits, 

vehicle credits, fuel tax credits, and fuel production credits. 

For example, if one of the stations in Greensburg added an E85 or B20 biodiesel dispenser 

that cost $70,000, it could be eligible for a 30% federal tax credit ($21,000) and a 40% 

Kansas state tax credit ($28,000), depending on its tax liability. This would result in an outof-pocket cost for the dispenser of $21,000. 

Appendix C of this report and the Incentives and Laws section of the AFDC site 

(www.eere.energy.gov/afdc/incentives_laws.html) describe various federal incentives for 

alternative fuels and vehicles as well as state incentives available in Kansas. 

7. Recommendations 

The Greensburg community faces many challenges, including projecting its future population 

to help determine transportation needs, vehicle replacements, and the viability of 

transportation-focused businesses. The city’s size and makeup will have a direct effect on its 

successful implementation of alternative fuels and advanced-technology vehicles. 

6
The following recommendations should increase the potential for the successful use of 

alternative transportation technologies in Greensburg. They are based on the information we 

collected during the December 2007 interviews and supplemented with historical data. 

7.1 General Recommendations 

1. Encourage major fleet operators in Greensburg to work with the business 

community to develop an optimum fuel supply infrastructure. If station owners can 

depend on a base level of fuel purchases from fleet operators, the business case 

becomes much more favorable despite the city’s relatively small size. 

2. Encourage the Chamber of Commerce to work with Greensburg Greentown and 

city and county leadership to establish a green transportation subcommittee that 

would be the primary group for developing and implementing transportation 

recommendations. 

7.2 Public and Private Commitment to Alternative Fuels and Petroleum 

Reduction 

1. Hold a joint meeting with key fleets and station owners to assess, solicit, and gain 

support for biofuels. With commitments from fleets located in Greensburg and the 

surrounding area, this group would work with local fueling businesses to build up 

the alternative fuel infrastructure. 

2. Hold educational events to provide a forum for fleets and the public. Several 

participants expressed significant interest in alternative fuels during the 2007 

interviews, and many of them asked questions related to biofuels and advancedvehicle technologies. Educational events can serve as a platform for obtaining the 

community’s support. In addition, consider holding training sessions with drivers 

in the fleets that commit to using alternative fuels and vehicles. 

3. Develop fleet recognition and incentive programs for drivers. For example, hold a 

monthly drawing for a $20 gift card awarded randomly to a driver that has filled 

his or her vehicle with biofuel. For privately owned vehicles used in fleets, 

reimburse an additional $50 per month for a driver who uses an alternative fuel in 

his or her FFV rather than a conventionally fueled vehicle. 

4. Discuss the possibility of using B20 in Greensburg with the Kansas Department of 

Transportation. 

5. Consider adding idle-reduction technologies to vehicles, such as school buses, that 

spend a significant amount of time idling. 

7.3 Vehicle Population and Availability 

1. Consider implementing a purchasing policy for the City of Greensburg and Kiowa 

County that requires agencies to purchase alternative fuel and an advancedtechnology vehicle, when they are locally available, for a vehicle application that 

is being added or replaced. 

7
2. Conduct an in-depth analysis of vehicles that have to be replaced or added to 

municipal and private fleets. Determine the pricing differential for purchasing 

alternative fuel and advanced-technology vehicles. Solicit and establish a fund to 

help offset any incremental costs for alternative fuel or advanced-technology 

vehicles. 

3. Explore the feasibility of purchasing neighborhood electric vehicles for city and 

county employees, such as building inspectors and meter readers, who use vehicles 

primarily in the city. 

4. Conduct an analysis of the cost of installing public electric recharging stations 

throughout Greensburg. Based on the analysis and the projected population of 

electric vehicles, consider including recharging stations in the master plan to 

encourage businesses and residents to use electric vehicles for their in-town 

activities. 

5. Complete the business case for adding a neighborhood electric vehicle dealership 

in Greensburg. If the volume of sales and service would support this type of 

dealership, solicit seed funding and work with the local dealership to get it started. 

Global Electric Motorcars, LLC, one of the electric car companies contacted for 

this analysis, reported that it would cost approximately $60,000 in initial vehicle 

inventory, parts, and fees to start a new dealership. 

6. Explore the feasibility of locating a hybrid electric vehicle dealership in 

Greensburg. Contact dealerships in the area that currently offer hybrids and assess 

their interest. 

7. Explore the availability of CNG and propane vehicles and options for refueling 

multiple vehicles at a donated CNG refueling station. 

7.4 Fuel Supply and Pricing 

1. Study E85 and biodiesel pricing structures from current suppliers. Determine local 

pricing strategies and their impact on fuel sales. 

2. Continue to pursue alternative fuel supply options and contracts with local biofuel 

producers. 

7.5 Fueling Locations 

1. Solicit grants or donations to cover the initial cost of upgrading the existing fueling 

infrastructure to include biofuels. Station owners in Greensburg estimated that 

costs would be $70,000 per station for E85 or B20, not including any tax 

incentives. That amount includes the cost of a new tank, a dispenser, and other 

equipment needed to make the fuels available to the public. If all available federal 

and Kansas state alternative fuel infrastructure tax credits applied, the out-ofpocket costs and funding required would be approximately $21,000 per fuel per 

location. 

8
2. Maximize the use of alternative fuels in local fleets whenever possible by 

purchasing new alternative fuel vehicles and using E10 and B5 in conventional 

vehicles. 

8. Challenges 

The challenges that Greensburg faces in adopting green transportation technologies include: 

• Predicting the future vehicle population 

• Ensuring the availability of alternative fuels at competitive prices 

• Covering the cost of replacing current or lost vehicles with alternative fuel vehicles, 

which includes obtaining outside funding 

• Developing the infrastructure required for alternative fuels and advanced vehicles. 

9. Potential Economic Development Opportunities 

Opportunities in Greensburg for economic development associated with alternative fuels and 

vehicles include these: 

• Providing sales and services for electric vehicles 

• Building an infrastructure for biodiesel 

• Building an infrastructure for E85 

• Providing maintenance and other support for CNG and Propane-fueled vehicles 

• Providing sales, services, and support for hybrid electric vehicles 

• Providing sales, installation, and other services for idle-reduction technologies. 

9
Appendix A 

Stakeholder Fleets 

Successful implementation of alternative fuels within an area is directly affected by local fleet 

support for those fuels. If the station owners can depend on a base level of fuel purchases 

from these fleets, the business case becomes much more favorable. To assess the support for 

alternative fuels in Greensburg, the stakeholder fleets were contacted and estimated vehicle 

numbers and fuel usage was obtained. It needs to be emphasized that these numbers are 

estimates based on the best information available at the time. 

City of Greensburg 

Contact: Pam Reeves, treasurer 

Vehicles: 10 light-duty gasoline 

Two light-duty diesel 

Two medium- and heavy-duty diesel trucks 

Fuel Supplier: Volz Oil 

Southern Plains Co-op 

Kiowa County 

Contacts: Kiowa County Commissioner, Gene West 

Sheriff Department, Galan Marvel 

Road and Bridge, Doyle Conrad 

Fire Department, Chance Little, Jay Kane 

Weed Department, Reed Foster 

Emergency Services, Kendal Lothman 

Vehicles: 21 light-duty gasoline 

Four light-duty diesel 

Eight medium- and heavy-duty diesel trucks 

>20 off-road diesel equipment 

Fuel Supplier: Volz Oil 

John Deere Dealership 

Contact: Kelly Estes, president 

Mike Estes, Greensburg store manager/sales 

Vehicles: 18 private vehicles reimbursed by the company 

75 diesel vehicles between four stores 

Fuel Supplier: Volz Oil 

Southern Plains Co-op 

10
School System 

Contact: Darin Headrick, school superintendent 

Vehicles: One FFV Chevrolet Impala, 30,000 miles per year 

2 FFV Suburbans, 20,000 miles per year 

Five passenger vans (will be replaced with six or seven FFV or hybrid 

Suburbans) 

One motor coach (would consider idle reduction for this and other units) 

One Kubota diesel 4-wheeler 

Future - may look at a 66 passenger school bus 

Fuel Supplier: Southern Plains Co-op 

Iroquois Center for Human Development 

Contact: Shelton Carpenter, executive director 

Vehicles: 25 light-duty 

Fuel Supplier: Volz Oil 

Southern Plains Co-op 

Hospital 

Contact: Mary Sweet, administrator 

Vehicles: Two diesel ambulances (24,000 miles per year) 

Maintenance 1⁄2 ton pickup (7,000 miles per year) 

2001 Dodge Cargo van (not currently in use) 

Fuel Supplier: Southern Plains Co-op 

Southern Plains Co-op 

Contact: Ron Gruber 

Vehicles: Six gasoline pickups 

Six tender trucks 

Six applicator trucks 

Two propane delivery trucks 

Fuel Supplier: Southern Plains Co-op 

Kansas Department of Transportation vehicles located in Greensburg 

Contact: Gary Jarvis 

Vehicles: Three diesel trucks 

 Two pickups 

Multiple off-road vehicles (graders, loaders, and a backhoe) 

Fuel Supplier: Volz Oil, Moeder or Hampel (depending on lowest bid) 

Vehicle Providers 

The local Chevrolet dealer, Ron Shank of Dwane Shank Motors, Inc., currently orders and 

stocks FFVs when the models are available in FFV versions. He does not make a concerted 

effort to stock used FFVs. General Motors (GM) is assisting him in building a “Green” 

dealership which includes energy efficiency improvements, solar, and wind generation. He is 

interested in electric vehicles and believes that, in certain applications, it is a good choice for 

Greensburg. 

11
Lanterman Motors is a Ford dealership located approximately 30 miles away in Pratt. When 

contacted, they said that they currently sell a limited number of FFVs and do not sell or 

service the Ford Escape hybrid. 

Schofield Honda, a dealership in Wichita approximately 90 miles away, donated a Honda GX 

and a FuelMaker CNG refueling station. 

There are no local businesses that currently provide maintenance and service for alternative 

vehicle technologies such as electric, hybrid, natural gas, and propane. The GM dealer is not 

open to providing that service due to the retraining and equipment costs associated with 

supporting other OEM vehicles. 

Infrastructure 

The city currently has two publicly available fueling sites that were quickly rebuilt after the 

tornado: the Southern Plains Co-op and the Kwik Shop (a part of the Dillons chain and 

ultimately tied to Kroger). They both offer unleaded and diesel fuel. In addition to these two 

sites, many of the businesses and fleets purchase their fuel from Volz Oil. 

Southern Plains Co-op Three tanks (6,000 gallon red diesel, 6,000 gallon clear 

diesel, and 8,000 gallon unleaded), two dispensers, 

propane filling station 

Kwik Shop Three tanks (10,000 gallons unleaded, 10,000 gallons 

premium, and 10,000 gallons diesel), three dispensers

 

Volz Oil No data available at this time 

Kiowa County Road & Bridge department had four bulk refueling tanks before the tornado: 

two 500-gallon unleaded, one 8,000-gallon clear diesel, and one 8,000-gallon red diesel. 

They are currently using three 1,000-gallon tanks for red diesel, one 8,000-gallon tank for 

clear diesel and one 1,000-gallon tank for unleaded. 

The state of Kansas fleet in Greensburg has a 2,000-gallon diesel tank that is filled with B5. 

The district office in Hutchinson sets the guidelines for fuel use including biodiesel mixtures. 

There are no mentioned fire jurisdictions. The city controls what is within its boundaries and 

the county indicated that people could do whatever they wanted in the county. 

According to NREL’s Alternative Fuels Data Center in December 2007, within 90 miles of 

Greensburg there is no biodiesel available; five stations offer E85 (closest one is 24 miles 

away in Offerle, Kansas), one station offers CNG (64 miles away in Alva, Okla.), and 11 

additional stations offer propane (closest one is 30 miles away in Pratt, Kansas). 

Fuel Availability 

There is an existing ethanol plant in Pratt, Kansas, (30 miles) and one in Dodge City (60 

miles). On December 3, 2007, there was an announcement that a biodiesel plant will be built 

12
in Greensburg. It appears that biodiesel from this facility will be available in approximately 

three years. 

The co-op has access to biodiesel from Cenex, their fuel provider, and has considered offering 

it to their customers. Up until now, pricing, in addition to the infrastructure costs, has 

prevented them from offering B20. Pricing available to them on December 6, 2007 was $4.37 

per gallon of pure biodiesel and $2.57 per gallon of #2 diesel. Nationwide at the end of 

November, 2007, E85 pricing was 18% lower than unleaded (EPIC data). 

There is an abundance of natural gas in the area and propane was previously used in 

transportation and for powering irrigation wells. Both have been declining in use. 

Idle Reduction 

City, county and school vehicles that require significant idling could be up-fitted with idle 

reduction devices. Idle reduction devices can cost from $700 for a simple light-duty 

application to over $7,000 for certain heavy-duty vehicle applications. 

13
Appendix B 

Calculations using the NREL E85 Business Case model and estimated FFV populations 

indicate that the required gross margin to give a 10% expected rate of return would range 

from $0.13 per gallon for 93,000 gallons of E85 sold per year (assumes all vehicles fill up 

100% of the time with E85 in Greensburg at one station) to $0.58 for 16,000 gallons of E85 

sold per year (assumes 100% of the vehicles fill up 50% of the time with E85 at three stations 

in Greensburg). 

The required gross margin for E85 would be significantly lower if outside funding would pay 

a portion of the out-of-pocket expenses associated with adding the necessary equipment to 

provide infrastructure. Gross margin is defined as the money the retailer needs to make on 

each gallon of E85 sold. For more detailed information on the E85 Business Case and its 

assumptions, go to www.eere.energy.gov/afdc/fuels/ethanol_business.html.

14
Appendix C 

The following information is taken directly from DOE’s EERE Alternative Fuels & Advanced 

Vehicles Data Center at www.eere.energy.gov/afdc/progs/fed_summary.php/afdc/US/0. 

United States (Federal) Incentives and Laws 

Alternative Fuel Infrastructure Tax Credit 

Section 1342 of the Energy Policy Act of 2005 provides a tax credit equal to 30% of the of 

cost alternative refueling property, up to $30,000 for business property. Qualifying alternative 

fuels are natural gas, propane, hydrogen, E85, or biodiesel mixtures of B20 or more. Buyers 

of residential refueling equipment can receive a tax credit for $1,000. For non-tax-paying 

entities, the credit can be passed back to the equipment seller. The credit is effective on 

equipment put into service after December 31, 2005. It expires December 31, 2009 (hydrogen 

property credit expires in 2014). 

This legislation also extends the Tax Deduction Timeline that was established by EPAct 1992, 

Section 179, and extended by the Working Families Tax Relief Act of 2004. 

In May 2006, the Internal Revenue Service (IRS) published Form 8911, which provides a 

mechanism to claim the infrastructure tax credit. Owners who install qualified refueling 

property on multiple sites can utilize the credit for each property. The instructions define what 

is considered qualified property and the value of the credit. See IRS Form 8911 at 

www.irs.gov/pub/irs-pdf/f8911.pdf. 

Alternative Motor Vehicle Credit 

Section 1341 of the Energy Policy Act of 2005 provides a tax credit to buyers of new AFVs 

placed in service as an alternative fuel vehicle after January 1, 2006. The legislation provides 

for a tax credit equal to 50% of the incremental cost of the vehicle, plus an additional 30% of 

the incremental cost for vehicles with near-zero emissions (SULEV or Bin 2 for vehicles 

<14,001 lb GVWR). The IRS has issued two notices to establish rules for manufacturers and 

qualified vehicle buyers to claim the credit. The Current Tax Credits table at 

www.eere.energy.gov/afdc/vehicles/hybrid_electric_tax_credits.html has information on 

certified vehicles and available credits. 

The credit is available on the purchase of light-, medium, and heavy-duty vehicles and fuelcell, hybrid, and dedicated natural gas, propane, and hydrogen vehicles. Light-duty lean burn 

diesel vehicles are also eligible. 

Vehicles are subject to the following incremental cost limitations: 

• $5,000: 8,500 GVWR or lighter 

• $10,000: 8,501 - 14,000 GVWR 

• $25,000: 14,001 - 26,000 GVWR 

• $40,000: 26,001 GVWR and heavier 

15
For non-tax-paying entities, the credit can be passed back to the vehicle seller. The tax credit 

can be applied to vehicle purchases made after December 31, 2005. The credit expires 

December 31, 2010. 

IRS Notice 2006-9 (www.irs.gov/pub/irs-drop/n-06-09.pdf), issued in January 2006, 

establishes procedures for manufacturers to certify to the IRS that a vehicle meets 

requirements to claim the credit and the amount of the credit for which the vehicle is eligible. 

IRS Notice 2006-54 (www.irs.gov/pub/irs-drop/n-06-54.pdf), issued in June 2006, extends 

the Qualified Alternative Fuel Motor Vehicle (QAFMV) tax credit to vehicle conversions. 

This IRS guidance states that new or used vehicles, placed in service as AFVs after January 1, 

2006, qualify for the tax credit when the conversion system manufacturer has received a 

certificate of conformity from the EPA or California Air Resources Board. This guidance also 

establishes that manufacturers (conversion system installers) must provide certification to the 

IRS that a vehicle is eligible for a tax credit. The IRS must then provide the manufacturer 

with acknowledgement that a vehicle qualifies for the credit. The credit is taken by the buyer 

of a vehicle, and IRS Form 8910 should be used to claim the credit. The credit cannot be sold 

or transferred but can be carried forward by the seller for use in later years. 

This legislation replaces the Clean Fuel Vehicle Property Tax Deduction previously available 

to purchasers. 

Hybrid Motor Vehicle Credit 

Section 1341 of the Energy Policy Act of 2005 provides a tax credit for light-duty hybrid 

vehicles (<8,501 lb GVWR) based on their improved fuel economy and their life-time fuel 

savings potential. The IRS will certify vehicles for the credit and publish qualifying credit 

amounts as vehicles are certified. The Current Tax Credits table has the most recent 

information from the IRS. 

The fuel economy portion of the credit is based on the following efficiency gains over model 

year 2002 baselines. 

• 125%-149%: $400 

• 150% -174%: $800 

• 175%-199%: $1,200 

• 200%-224%: $1,600 

• 225%-249%: $2,000 

• 250%+: $2,400 

The conservation credit increases the fuel economy credit based on lifetime fuel savings: 

• 1,200-1,799 gal: $250 

• 1,800-2,399 gal: $500 

• 2,400-2,999 gal: $750 

• 3,000 gal+: $1,000 

16
To qualify for the credits, the vehicles must meet at least Bin 5 standards if they are up to 

6,000 lb GVWR, or Bin 8 standards if the vehicles are 6,001 lb-8,500 lb GVWR. 

Heavy-duty hybrid vehicles are subject to the following incremental cost limitations: 

• <14,001 GVWR: $7,500 

• 14,001-26,000 GVWR: $15,000 

• 26,001+ GVWR: $30,000 

This tax credit replaces the tax deduction previously available to purchasers under the Clean 

Fuel Vehicle Property guidance. This tax credit expires December 31, 2010. 

The IRS issued guidance to automobile manufacturers in January 2006. Specifically, this 

notice provides procedures for a vehicle manufacturer to certify to the Internal Revenue 

Service both that the vehicle meets certain requirements for the credit and information to 

calculate the amount of the credit allowable with respect to that vehicle. See Notice 2006-9 at 

www.irs.gov/pub/irs-drop/n-06-09.pdf. 

Clean School Bus USA 

Clean School Bus USA reduces operating costs and children's exposure to harmful diesel 

exhaust by limiting bus idling, implementing pollution reduction technology, improving route 

logistics, and switching to biodiesel. In fiscal year 2005, the program offered $7.5 million in 

cost-shared grants to help school districts upgrade their diesel fleets. The Energy Bill of 2005 

utilizes this EPA program to grant up to 50% cost share (depending on the age and emissions 

of original bus) to replace school buses with ones that operate on alternative fuels or lowsulfur diesel, or up to 100% for retrofit projects. $55 million are authorized for both 2006 and 

2007, and "such sums as necessary" for 2008-2010. More information is available on the 

Clean School Bus USA site at www.epa.gov/cleanschoolbus/index.htm. 

Biodiesel and Ethanol (VEETC) Tax Credit 

The American Jobs Creation Act of 2004 (Public Law 108-357) created tax incentives for 

biodiesel fuels and extended the tax credit for fuel ethanol. The biodiesel credit is available to 

blenders/retailers beginning in January 2005. It also established the Volumetric Ethanol 

Excise Tax Credit (VEETC), which provides ethanol blenders/retailers with $.51 per pure 

gallon of ethanol blended or $.0051 per percentage point of ethanol blended (i.e., E10 is 

eligible for $.051/gal; E85 is eligible for $.4335/gal). The incentive is available until 2010. 

Section 1344 of the Energy Policy Act of 2005 extended the tax credit for biodiesel producers 

through 2008. The credits are $.51 per gallon of ethanol at 190 proof or greater, $1.00 per 

gallon of agri-biodiesel, and $.50 per gallon of waste-grease biodiesel. If the fuel is used in a 

mixture, the credit amounts to $.0051 per percentage point ethanol or $.01 per percentage 

point of agri-biodiesel used or $.0050 per percentage point of waste-grease biodiesel (i.e. 

E100 is eligible for $.51 per gallon). 

For more information, read IRS Form 637 (www.irs.gov/pub/irs-pdf/f637.pdf) and IRS 

publication 510 (www.irs.gov/pub/irs-pdf/p510.pdf). 

17
Non-Urbanized Area Formula Program 

The Non-Urbanized Area Formula Program assists in the maintenance, development, 

improvement, and use of public transportation systems in rural and small urban areas; helps 

people in non-urbanized areas get transportation to health care, shops, school, employment, 

pubic services, and recreation; assists in the development and support of intercity bus 

transportation; and more. The program provides funding for capital, operating, and 

administrative purposes to state and local governments, non-profit organizations, and public 

transit operators. For more information, read the Federal Transit Administration’s FY 2007 

Budget Request at www.irs.gov/pub/irs-pdf/p510.pdf or call the Federal Transit 

Administration's Office of Resource Management and State Programs at (202) 366-2053. 

Kansas Incentives and Laws 

Last Updated May 2007 

The following information is taken directly from DOE’s EERE Alternative Fuels & Advanced 

Vehicles Data Center and can be accessed by going to 

www.eere.energy.gov/afdc/incentives_laws.html and clicking on the state of Kansas on the 

map. 

 

Kansas is the proud home of the Kansas City Regional Clean Cities Coalition 

(www.kcenergy.org/transportation.html). Coordinator contact information is listed below. 

Alternative Fuel Refueling Infrastructure Tax Credit 

The state offers an income tax credit for alternative fuel refueling stations placed in service 

after January 1, 2005, and before January 1, 2009. The tax credit, worth up to 40% of the total 

amount, may not exceed $160,000. For any refueling station placed in service after January 1, 

2009, the amount may not exceed $100,000. This tax credit should be deducted from the 

taxpayer's income tax liability for the taxable year in which the expenditures are made. In the 

event the credit is more than the taxpayer's tax liability for that year, the remaining credit may 

be carried over for up to three years after the year in which the expenditures were made. 

Point of Contact 

Jim Ploger 

Director of Renewable Energy & Energy Efficiency 

Kansas Energy Office 

Phone (785) 271-3349 

Fax (785) 271-3268 

j.ploger@kcc.state.ks.us 

www.kcc.state.ks.us/energy/

Renewable Fuel Retailer Incentive 

Beginning January 1, 2009, a licensed retail motor fuel dealer may receive a quarterly 

incentive for selling and dispensing renewable fuels, including biodiesel. Qualified motor fuel 

dealers are eligible for up to $0.065 for every gallon of renewable fuel sold and up to $0.03 

for every gallon of biodiesel sold, if the required threshold percentage is met. The threshold 

18
percentage for the incentive payment will increase on an annual basis from 10% for 

renewable fuel and 2% for biodiesel in 2009 to 25% beginning on January 1, 2024. Funds will 

be allocated from the Kansas Retail Dealer Incentive Fund. 

‘Biodiesel’ is defined as a renewable, biodegradable, mono alkyl ester combustible liquid fuel 

derived from vegetable oils or animal fats that meets the specifications adopted by rules and 

regulations of the Secretary of Agriculture pursuant to current law. The specification must 

meet the American Society for Testing and Materials (ASTM) specification D6751-07 for 

biodiesel fuel (B100) blend stock for distillate fuels, but may be more stringent regarding 

biodiesel quality and usability. ‘Renewable fuels’ are defined as combustible liquids derived 

from grain starch, oil seed, animal fat, or other biomass; or produced from biogas source, 

including any non-fossilized, decaying, organic matter which is capable of powering spark 

ignition machinery. 

Point of Contact 

Cindy Mongold 

Public Service Administrator II 

Kansas Department of Revenue 

Phone (785) 296-7048 

Fax (785) 296-4993 

cindy_mongold@kdor.state.ks.us 

www.ksrevenue.org

Alternative Fuel Vehicle (AFV) Tax Credit 

The state offers an income tax credit worth up to 40% of the incremental or conversion cost 

for qualified AFVs placed into service after January 1, 2005, as outlined in the chart below. 

Qualified AFVs include vehicles that operate on a combustible liquid derived from grain 

starch, oil seed, animal fat, or other biomass, or produced from a biogas source. 

GVWR Credit 

Less than 10,000 lbs. Up to $2,400 

10,000 to 26,000 lbs. Up to $4,000 

Over 26,000 lbs. Up to $40,000

Alternatively, a tax credit in an amount not to exceed the lesser of $750 or 5% of the cost of 

the AFV is available to a taxpayer who purchases an original equipment manufacturer AFV. 

This credit is allowed only to the first individual to take title of the vehicle. For motor 

vehicles capable of operating on E85, the individual claiming the credit must provide 

evidence of purchasing at least 500 gallons of E85 between the time the vehicle was 

purchased and December 31 of the next calendar year. This tax credit should be deducted 

from the taxpayer's income tax liability for the taxable year in which the expenditures are 

made. In the event the credit is more than the taxpayer's tax liability for that year, the 

remaining credit may be carried over for up to three years after the year in which the 

expenditures were made. 

19
Point of Contact 

Jim Ploger 

Director of Renewable Energy & Energy Efficiency 

Kansas Energy Office 

Phone (785) 271-3349 

Fax (785) 271-3268 

j.ploger@kcc.state.ks.us 

www.kcc.state.ks.us/energy/

Biodiesel Production Incentive 

A biodiesel fuel production incentive is available in the amount of $.30 per gallon of biodiesel 

fuel sold by a qualified Kansas biodiesel fuel producer. The incentive is payable to producers 

from the Kansas Qualified Biodiesel Fuel Producer Incentive Fund. Funding will be made 

available for the production of biodiesel fuel beginning July 1, 2007. 

Ethanol Production Incentive 

The Kansas Qualified Agricultural Ethyl Alcohol Producer Fund enables qualified 

agricultural ethyl alcohol producers to apply for a production incentive with the Department 

of Revenue. If an ethyl alcohol producer who was in production prior to July 1, 2001, 

increases production capacity by an amount of 5,000,000 gallons over the producer's base 

sales, $0.075 may be collected for each gallon sold to an alcohol blender that is in excess of 

the producer's base sales (up to 15,000,000 gallons). Producers who start production on or 

after July 1, 2001, and who have sold at least 5,000,000 gallons to an alcohol blender may 

receive $0.075 for each gallon sold (up to 15,000,000 gallons). 

Point of Contact 

Patricia Platt 

Public Service Administrator II 

Kansas Department of Revenue 

Phone (785) 291-3670 

Fax (785) 296-2703 

patricia_platt@kdor.state.ks.us 

Regional Biofuels Promotion Plan 

Kansas has joined Indiana, Iowa, Michigan, Minnesota, Ohio, South Dakota, and Wisconsin 

in adopting the Energy Security and Climate Stewardship Platform Plan (Platform), which 

establishes shared goals for the Midwest region, including increased biofuels production and 

use. Specifically, the Platform sets the following goals: 

• Produce commercially available cellulosic ethanol and other low-carbon fuels in the 

region by 2012; 

• Increase E85 availability at retail fueling stations in the region to 15% of stations by 

2015, 20% by 2020, and 33% of all fueling stations in the region by 2025; 

• Reduce the amount of fossil fuel that is used in the production of biofuels by 50% by 

2025; 

20
• By 2025, at least 50% of all transportation fuels consumed by the Midwest will be 

from regionally produced biofuels and other low-carbon transportation fuels. 

The Platform also establishes a regional biofuels corridor program. The program directs state 

transportation, agriculture, and regulatory officials to develop a system of coordinated signage 

across the region for biofuels and advanced transportation fuels and to collaborate to create 

regional E85 corridors. The program requires standardized fuel product coding at fueling 

stations as well as increased education for retailers about converting existing fueling 

infrastructure to dispense E85. The state transportation, agriculture, and regulatory officials 

are required to report their corridor implementation plans to the Midwest Governors 

Association by April 1, 2008. 

Idle Reduction Weight Exemption 

Any vehicle or combination of vehicles equipped with idle-reduction technology may exceed 

the state’s gross and axle weight limits by up to 400 pounds to compensate for the additional 

weight of the added idle reduction technology. 

Point of Contact 

Tom Whitaker 

Executive Director 

Kansas Motor Carriers Association 

Phone (785) 267-1641 

Fax (785) 266 -6551 

tomw@kmca.org 

www.kmca.org

E85 Tax Rate Reduction and Definition 

Effective January 1, 2007, the motor vehicle fuel tax rate on E85 fuel is at least $0.17 per 

gallon, until July 1, 2020. On and after July 1, 2020, the tax on E85 fuel will be a minimum of 

$0.11 per gallon. E85 is defined as an alternative fuel that is a blend of denatured ethanol and 

hydrocarbon that typically contains 85% ethanol by volume, and must contain at least 70% 

ethanol by volume and complies with American Society for Testing and Materials (ASTM) 

specification D5798-99. 

Biofuels Use 

A 2% or higher blend of biodiesel must be purchased for use in state-owned diesel powered 

vehicles and equipment, where available, as long as the incremental price of biodiesel is not 

more than $0.10 per gallon as compared to the price of diesel fuel. Further, individuals 

operating state-owned motor vehicles must purchase fuel blends containing at least 10% 

ethanol, as long as these fuel blends are not $0.10 per gallon more than the current price per 

gallon of regular gasoline fuel. 

Low-Speed Vehicle Access to Roadways 

A low-speed vehicle is defined as any four-wheeled electric vehicle whose top speed is 

greater than 20 miles per hour (mph) but not greater than 25 mph and is manufactured in 

compliance with the national highway and traffic safety administration standards for low21
22

speed vehicles in Title 49 of the Code of Federal Regulations Title 49, Part 571.500. Lowspeed vehicles may only travel on roads with a posted speed limit of 40 mph or less and must 

be appropriately licensed. 
Appendix D 

Kansas Gas Service CNG/Gasoline Comparison

SSCPL Marketer KGS 

 Index Margin* Delivery** Gas Cost CNG/gal Fed Tax Fed Cred State Tax To

Month/Year $/Mcf $/Mcf $/Mcf $/Mcf $/GGE $/GGE $/GGE $/GGE $/G

Aug-2006 6.2300 $ 0.5000 $ $ 0.7500 $ 7.4800 0.8976$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Sep-2006 5.7200 $ 0.5000 $ $ 0.7500 $ 6.9700 0.8364$ 0.1830$ $ (0.5000) 0.2300$ 0.7

$ 

Oct-2006 3.4900 $ 0.5000 $ $ 0.7500 $ 4.7400 0.5688$ 0.1830$ $ (0.5000) 0.2300$ 0.4

$ 

Nov-2006 6.3700 $ 0.5000 $ $ 0.7500 $ 7.6200 0.9144$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Dec-2006 6.7100 $ 0.5000 $ $ 0.7500 $ 7.9600 0.9552$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Jan-2007 5.5000 $ 0.5000 $ $ 0.7500 $ 6.7500 0.8100$ 0.1830$ $ (0.5000) 0.2300$ 0.7

$ 

Feb-2007 7.0100 $ 0.5000 $ $ 0.7500 $ 8.2600 0.9912$ 0.1830$ $ (0.5000) 0.2300$ 0.9

$ 

Mar-2007 6.6700 $ 0.5000 $ $ 0.7500 $ 7.9200 0.9504$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Apr-2007 6.0800 $ 0.5000 $ $ 0.7500 $ 7.3300 0.8796$ 0.1830$ $ (0.5000) 0.2300$ 0.7

$ 

May-2007 6.6400 $ 0.5000 $ $ 0.7500 $ 7.8900 0.9468$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Jun-2007 6.9200 $ 0.5000 $ $ 0.7500 $ 8.1700 0.9804$ 0.1830$ $ (0.5000) 0.2300$ 0.8

$ 

Jul-2007 6.1100 $ 0.5000 $ $ 0.7500 $ 7.3600 0.8832$ 0.1830$ $ (0.5000) 0.2300$ 0.7

$ 

Avg $ 

0.7

Difference $ 1.7

* Assumption for illustration only** Does not include $38.50 monthly service charge *** AAA 

23
F1147-E(09/2007) 

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PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE ORGANIZATION.

1. REPORT DATE (DD-MM-YYYY)

May 2008 

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5a. CONTRACT NUMBER

DE-AC36-99-GO10337 

5b. GRANT NUMBER

4. TITLE AND SUBTITLE

Options for Alternative Fuels and Advanced Vehicles in Greensburg, 

Kansas 

5c. PROGRAM ELEMENT NUMBER

5d. PROJECT NUMBER

NREL/TP-540-42748 

5e. TASK NUMBER

BEDR.7155 

6. AUTHOR(S)

G. Harrow 

5f. WORK UNIT NUMBER

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National Renewable Energy Laboratory 

1617 Cole Blvd. 

Golden, CO 80401-3393 

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NREL/TP-540-42748 

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NREL 

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13. SUPPLEMENTARY NOTES

14. ABSTRACT (Maximum 200 Words)

Paper describes DOE/NREL recommendations to rebuild Greensburg, Kansas, as a sustainable community after 

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15. SUBJECT TERMS

Greensburg, Kansas; sustainable community; alternative fuels; compressed natural gas; U.S. Departmnet of Energy; 

DOE; National Renewable Energy Laboratory; NREL; tornado; energy strategy 

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