NT

U

E OF 

DEPARTM

E

N ITED STAT S OF

An Offical Publication of the Clean Cities Network and the Alternative Fuels Data Center • From the Office of Energy Efficiency and Renewab

The United States consumes

more than one-fourth of 

the world’s oil, yet produces

only about one-tenth of it. The

transportation sector currently

accounts for approximately twothirds of all U.S. petroleum use

and roughly one-fourth of total

U.S. energy consumption. There 

is nearly a one-to-one relationship

between additional gasoline 

consumption and the nation’s

increased use of imported oil. 

Currently, America spends 

approximately $100 billion per

year to import more than 50% of

its oil. Domestic oil production 

has drastically declined, taking

with it more than 25% of the jobs

that existed in this sector in the

early 1980s.

Increased use of domestically 

produced alternative fuels would

enable us, as a nation, to gain

greater control of our energy

resources and fuels. There’s a

potential economic benefit, too.

Reduction in oil imports could

mean growth in the domestic 

economy, with new jobs, if 

these alternative fuels replace

imported petroleum.

On the environmental front, many

Americans living in metropolitan

areas face possible chronic damage

to their health from long-term

exposure to air pollutants. Emissions

from the 200 million cars ‚and trucks

in this country account for about

half of all air pollution and more

than 80% of urban air pollution.

About 62 million people—almost a

quarter of the U.S. population—

live in areas that violate federal

public health standards for clean air.

Only a few years ago, the idea of cars

fueled with something other than 

gasoline sounded like a (tail)pipe dream.

The possibility of vehicles running on 

alternatives to conventional gasoline and

diesel fuel seemed little more than an

intriguing thought. 

Now, it’s safe to say that we’ve come a

long way in a short time. Hundreds of 

thousands of vehicles powered by 

alternative fuels are on our roads and 

more are joining them every day.

Taking an 

Alternative 

Route

Fueling the Future 1
Now that a new century is

upon us, a new road is

being built in America—a

road leading to reduced national

dependence on conventional

petroleum fuels for transportation. Legislation enacted in the

1990s is accelerating the use of

alternatives to conventional 

gasoline and diesel fuels. 

In particular, fleet operators need to

be aware of two federal laws—the

1990 Clean Air Act Amendments

(CAAA) and the Energy Policy

Act of 1992 (EPAct)—which

already require certain fleets to

acquire vehicles that operate on

alternatives to petroleum. 

Smog is one of the most obvious

forms of air pollution that can

hang over cities during the hot

days of summer. Smog consists

primarily of ozone, and cars 

produce a major share of the 

pollutants that form ozone. The

good news is that newer cars 

produce lower amounts of harmful

emissions than do older cars, and

most alternative fuel vehicles 

produce even less.❖

Concern about the environment and our country’s

dependence on imported petroleum is hastening the

development of new domestic sources of power for

vehicles, as well as new vehicle technologies.

New Directions, 

New Choices

2 Taking an Alternative Route

CAAA seeks to improve air quality

across the country. The law includes

several programs requiring the use

of cleaner fuels to reduce mobile

source pollutants. Among these

programs is the Clean Fuel Fleet

Program (CFFP) administered by

the U.S. Environmental Protection

Agency (EPA). This program requires

fleets in metropolitan areas with

high ozone and/or carbon monoxide

levels to acquire clean fuel vehicles

(CFVs)—vehicles that meet stricter

emission standards than otherwise

required by law. Fleets can use any

fuel, including alternative fuels, as

long as the vehicles acquired are

certified to meet the EPA low emission vehicle (LEV) standards or better.

In contrast, EPAct’s primary 

purpose is to increase energy

security through energy conservation and increased use of

domestic alternative fuels. EPAct

directs the U.S. Department of

Energy (DOE) to implement a

program requiring certain fleets

in larger metropolitan areas to

acquire alternative fuel vehicles

(AFVs). Although EPAct does 

not mandate that the required

vehicles exhibit lower emissions,

most AFVs that meet EPAct 

requirements do produce lower

emissions and meet the CFFP

emission standards.

DOE has prepared this guide to

help you determine whether your

fleet is covered by CAAA and

EPAct, and to provide information

on available alternative fuels and

vehicles. With this information,

fleets can shorten the time it takes

to improve air quality and pave

our nation’s road to energy 

independence by using AFVs 

certified to meet EPA’s Clean Fuel

Fleet standards as well as the

mandated EPAct requirements.❖
Fueling the Future 3

To What Type 

of Organization 

Do You Belong?

In 1992, EPAct requirements affected

only federal government fleets. In

1996, DOE extended the regulations

to cover state government fleets and

fleets of alternative fuel provider

companies “sufficiently involved

with alternative fuels” (see Glossary

for definition). These requirements

took effect in model year 1997. 

EPAct also gives DOE the authority

to require private and municipal

fleets to comply with the regulations

if it finds that goals for displacing 

petroleum-based fuels with 

alternative fuels are not being met

through mandatory purchases by

federal, state, and fuel provider

fleets. As of this writing, DOE is

reviewing this option through its

rulemaking process. More information on the status of this process

can be found on the DOE Office 

of Transportation Technologies’

Web site at www.ott.doe.gov/epact/

private_fleets.html.

In contrast, the CFFP requirements

took effect in model year 1999 and

apply to all types of fleets within

the designated metropolitan areas,

whether operated by a private

company or a government agency.

Where Does Your

Fleet Operate?

Both laws apply to large metropolitan areas, termed metropolitan

statistical areas (MSAs) and consolidated metropolitan statistical

areas (CMSAs), with populations

of 250,000 or more (as reported in

the 1980 U.S. Census). The EPA

regulations target counties that

constitute an MSA or a CMSA

according to the 1980 U.S. Census.

The DOE bases its list of constituent

Is Your Fleet

Covered by

EPAct or

CAAA?

In passing CAAA and EPAct legislation, 

Congress recognized that because fleets 

typically accumulate higher annual mileage 

than private vehicles, are often centrally 

refueled, and are replaced sooner, fleet 

vehicles are uniquely suited for introducing 

new fuel and vehicle technologies. Your 

fleet may be covered by EPAct, the CFFP 

provisions of CAAA, or both, and answering 

the questions below will help you decide.
4 Taking an Alternative Route Does your fleet have at least 20 vehicles that: operate in an EPAct area? AND are capable of being centrally fueld? (1) AND are not on the excluded vehicle list? AND are <8,501 lbs. GVWR (1) state/fuel provider fleet 75% of time; federal fleet 50% of time Does your organiza- tion as a whole have at least 50 vehicles anywhere in US that: are not on the excluded vehicle list ? AND are<8501 lbs. GVWR? NOT COVERED BY

EPACT

NOT COVERED BY CFFP

NOT COVERED BY

EPACT

Is your fleet a stategov. fleet orfederal gov.fleet?

COVERED

BY EPACT

COVERED

BY CFFP

COVERED

BY EPACT

COVERED

BY EPACT

Are alternativefuels yourprincipal business?

Principal business to consume or transform alternativefuels to make aproduct that is notan alternative fuel?

Produce and/orimport at least50,000 bpd ofpetroleum?

30% of grossannual revenuefrom sale ofalternativefuels?

Is your fleet covered by EPACT?

Yes Yes

Yes Yes

Yes Yes

Yes

Yes

Yes

No

No

No No

No

No

No

No

No

Does your fleet operatein one of the 4 CFFPareas?• Atlanta• Milwaukee-Racine• Denver-Boulder• Chicago-GaryLake County

Are there at least 10 vehiclesin your fleet that:are capable of being centrallyfueled 100% of the time?

AND

are not on the excludedvehicle list?

AND

are<26,000 lbs. GVWR?

Is your fleet covered by CFFP?

Excluded Vehicle List

Vehicles that are:• Held for lease or rental to the genral public• Held for sale by dealers, including those used for demonstrations• Used by original equipment manufactureres (OEMs) for product evaluations or tests• Used in law enforcement• Used for farm and construction purposes or operated in industrial, commercial, 

marine, rail, or airport facilities (called “non-road”)

• Used for military purposes and certified for national security.

(EPAct only: Vehicles normally parked at a personal residence when not in use.)

Determining if Your Fleet is Covered by EPACT or the CFFP
counties for each MSA or CMSA on

the 1990 U.S. Census definitions.

CAAA gave the 23 metropolitan

areas targeted by the law the

option of implementing CFFP or

developing other programs that

would yield similar emissions

benefits. Of these 23 metropolitan

areas, four—Atlanta, MilwaukeeRacine, Chicago-Gary-Lake

County, and Denver-Boulder—

have decided to participate in 

CFFP. To determine whether 

your fleet operates in one of

these covered areas, contact one

of the following individuals:

Atlanta, Georgia:

William Cook 

Department of Natural Resources

Environmental Protection Division

Mobile & Area Sources Program

Engine and Fuels Unit 

Atlanta Tradeport, Suite 136

4244 International Parkway

Atlanta, GA 30354

Telephone: 404-362-2781

Email: william_cook@mail.dnr.

state.ga.us or Marlin Gottschalk 

at 404-363-7024

Milwaukee-Racine, Wisconsin:

Muhammad Islam

Wisconsin Department of 

Natural Resources

P.O. Box 7921

Madison, WI 53707

Telephone: 608-264-9219, or visit 

www.dnr.state.wi.us/org/aw/

air/reg/cff/cff.htm 

Chicago-Gary-Lake County,

Illinois/Indiana:

Illinois: 

Darwin Burkhart 

Illinois Environmental 

Protection Agency

1021 North Grand Avenue East

P.O. Box 19276

Springfield, IL 62794-9276

Telephone: 217-524-4343

Email: epa2117@epa.state.il.us

Indiana:

Letty Zepeda

Indiana Department of 

Environmental Management

504 North Broadway

Gary, IN 46402

Telephone: 219-881-6726

Denver-Boulder, Colorado:

Michael O’Toole or 

Macie LaMotte

Colorado Department of Public

Health & Environment

4300 Cherry Creek Drive South

Denver, CO 80246-1530

Telephone: 303-692-3139

The CMSAs covered by EPAct 

are listed at the back of this 

document. Because the CMSAs

often extend a substantial distance

beyond a named city, we have also

identified the affected counties in

each CMSA. 

For CMSAs covered by both

laws, EPA and DOE may include

different counties within their

boundaries. In general:

• If your fleet operates in one of

the four CMSAs within a CFFP

as listed above, both CAAA

and EPAct apply.

• If your fleet operates in one of

the CMSAs listed in Appendix A,

excluding the four with CFFPs,

it is covered only by EPAct. 

For more information on CAAA’s

Clean Fuel Fleet Program, call Sally

Newstead of EPA at 734-214-4474.

How Is Your 

Fleet Fueled?

Once you have determined that

your fleet is in a covered area,

you need to assess its fueling

capabilities. If enough vehicles 

in your fleet are “centrally fueled”

or “capable of being centrally

fueled,” it may be covered by

Fueling the Future 5
6 Taking an Alternative Route

both EPAct and CAAA. CAAA

defines these terms to mean a

fleet or part of a fleet that can 

be fueled 100% of the time at a

location owned, operated, controlled by, or under contract with

the covered fleet operator. The

EPAct definition is phrased as 

75% of the time. 

How Many and What

Types of Vehicles

Make Up Your Fleet?

EPAct applies to organizations that

control 50 or more covered vehicles

within the United States, at least 

20 of which are used primarily

within a designated MSA or CMSA

and are capable of being centrally

fueled at least 75% of the time. 

CAAA applies to organizations

with at least 10 vehicles that are

operated in an MSA or CMSA

and are capable of being centrally

fueled 100% of the time.

Only vehicles within specific size

ranges are covered by the two

laws, and therefore must be counted in determining whether you 

are covered. EPAct requirements

apply only to light-duty vehicles

(LDVs)--those with a gross vehicle

weight rating (GVWR) of 8,500 lb

or lower. The CFFP requirements

cover LDVs and heavy-duty 

vehicles (HDVs) with a GVWR

lower than 26,000 lb.

How a vehicle is used also determines whether it is covered or

excluded. These vehicle uses are

not covered under either EPAct 

or CAAA:

• Held for lease or rental to the 

general public

• Held for sale by dealers, including those used for demonstrations

• Used by original equipment 

manufacturers (OEMs) for 

product evaluations or tests

• Used in law enforcement

• Used in emergencies

• Used for military purposes and

certified for national security.

Vehicles normally parked at 

personal residences when not 

in use are also excluded from 

consideration by EPAct.

For more information go to

www.fleets.doe.gov., or call 

the National Alternative Fuels 

Hotline at 800-423-1DOE❖

MSAs and CMSAs Covered by EPAct and CAAA

EPAct ●

CAAA ▲
If you've determined that your fleet is covered by

CFFP or EPAct regulations, a certain percentage

of your annual vehicle acquisitions must meet 

requirements set forth in the laws. 

Requirements

for Covered

Fleets

How Many AFVs Are

You Required to Buy,

and When?

If your fleet is covered by one 

or both programs, you must

determine how many qualified

vehicles you must acquire. To do

this, first determine the number 

of covered acquisitions made by

the fleet during the model year,

then multiply that total by the

percentage requirement of CFVs

or AFVs for that year (see Table 1).

The term “acquiring a vehicle” 

is broadly defined by both 

programs as purchasing, leasing,

or otherwise gaining possession

or control of a vehicle. The laws

cover acquisitions of vehicles 

that 1) are in the appropriate

weight class; 2) do not have an

excluded vocation (use); and 

3) are capable of being centrally

fueled. The CFFP further stipulates that the acquired vehicle

must accumulate more than 

50% of its annual mileage in the

covered area. 

The two laws use different

schedules of acquisition requirements for the applicable vehicles.

Fleets covered by both EPAct and

CAAA will be required to conform

to both laws; acquisitions of AFVs

that meet CFFP emission standards

count in both programs. The annual

CFFP requirement calculation must

be done separately for LDVs and

HDVs since the requirements for

each class differ. 

Which Fuels Can 

You Use?

The original EPAct legislation 

designated the following as 

alternative fuels:

• 100% methanol, denatured

ethanol, and other alcohols

• Mixtures containing 85% or

more by volume of methanol,

denatured ethanol, or other 

alcohols with gasoline or 

other fuels

• Natural gas

• Liquefied petroleum gas

(propane)

• Hydrogen

• Coal-derived liquid fuels

• Fuels (other than alcohol) derived

from biological materials, such as

pure biodiesel fuel

• Electricity.

The law also gave DOE the

authority to designate additional

fuels as alternative fuels as long

as they were substantially not

petroleum and could demonstrate

substantial energy security and

environmental benefits. So far,

only three formulations of the 

“P-series fuels” have met the 

criteria. These fuels are designed

to operate in flexible-fuel vehicles

that can run on E85 (85% ethanol

mixed with 15% gasoline) or 

gasoline, or any blend of the two.

Because CAAA’s purpose is to

improve air quality, any fuel/

vehicle combination capable of

meeting the CFFP standards is

acceptable. This includes all 

alternative fuels as well as 

conventional and reformulated

gasoline, and diesel and clean

diesel fuels. 

How To and 

Transfer Credits

Both CFFP and EPAct include

credit programs that allow fleets

to earn and transfer vehicle 

acquisition credits. In general,

fleets that exceed their annual

acquisition requirements receive

credits that they can either bank for

use against future requirements or

transfer (sell, trade, or give away)

to other fleets. The credit programs

are market driven; that is, the

value of any credits being sold is

set by the supply of and demand

for the credits, rather than by

either the CFFP or EPAct program.

There are a few notable differences

between the EPAct and CFFP

credit programs. Since November

13, 1998, EPAct has allowed fleets

to earn credits to meet its requirements by purchasing biodiesel fuel

for use in their fleets. The puchase

of each 450 gallons of biodiesel

Fueling the Future 7
8 Taking an Alternative Route

Table 1 - New Fleet Vehicle Purchases Required by EPAct/CAAA

a

Fiscal year for federal fleet acquisition requirements; model year for all others.

b

As required by 10 CFR Part 490.

c

May be required by regulations if DOE finds these acquisitions to be necessary. 

CAAA EPAct (GVWR 8,500 lb or less)

GVWR

8,500 lbs or less

(% CFVs)

Year

GVWR 

8,501–26,000 lb

(% CFVs)

Federala

(% or# AFVs)

Stateb

(% AFVs)

Alternative Fuel

Providerb

(% AFVs)

Municipal/

Privatec

(% AFVs)

1993

1993

1994

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

30%

50%

70%

70%

70%

70%

70%

70%

50%

50%

50%

50%

50%

50%

50%

50%

5,000

7,500

10,000

25%

33%

50%

75%

75%

75%

75%

75%

75%

75%

75%

10%

15%

25%

50%

75%

75%

75%

75%

75%

75%

30%

50%

70%

90%

90%

90%

90%

90%

90%

90%

20%

40%

60%

70%

70%

fuel is awarded one AFV acquisition credit as long as the biodiesel

fuel is used as a neat fuel (100%

biodiesel fuel). AFV acquisition

credits can also be earned with

the use of B 20, a blended fuel

which is 20% biodiesel. But the

purchase must be five times 

450 gallons, or 2,250 gallons, to

qualify for a one-vehicle credit.

CFFP gives credits to fleets that

acquire vehicles certified to cleaner

standards than the minimum LEV

standard. It allows credit transfers

between all LDV and light-duty

truck classes, but not between LDV

and HDV classes.

Exemptions from

Requirements

Both the CFFP and EPAct programs

allow fleets to apply for waivers

or exemptions from requirements

if certain conditions related to

vehicle and/or fuel availability and

business requirements are met. The

fleet may request an exemption for

one or more vehicles it has

acquired or intends to acquire,

and, if granted, the exemption

applies for only one model year.

EPAct allows state fleets to apply

for an exemption if additional

AFV acquisition costs pose an

unreasonable financial hardship. 

More information on AFVs 

and CFVs can be found at

www.fleets.doe.gov and

www.epa.gov/orcdizux/cff.htm.❖
If you find that

your fleet is not covered by either

federal law, other state and local

laws may apply, and regulations

enacted in the future may come to

apply to your fleet as well. DOE,

which tracks the most recent 

information on federal regulations

and state and local laws, has 

established the National Alternative

Fuels Hotline (800-423-1DOE) and

If You're Not 

Covered by 

the Laws. . .

Why Purchase 

AFVs?

the Alternative Fuels Data Center

(www.afdc.doe.gov) to disseminate

up-to-date regulatory information

and much more.

And even if you’re not required

by law to do so, you may find

that adding AFVs to your fleet

makes good business sense. Some

fleet owners have taken advantage

of federal tax incentives offered

Fueling the Future 9

(Tables 2 and 3) and have 

voluntarily purchased AFVs,

choosing alternative fuels that 

suit their locations or business

objectives. These fleet owners 

can promote the use of clean 

alternative fuels, which has a real

public relations value. No matter

what their reasons, these fleet

owners are gaining valuable 

experience from using alternative

fuels and operating AFVs, while

insulating their businesses from

the negative effects of potential

disruptions to foreign oil supplies.

When buying an AFV, you must

be able to choose knowledgeably

among your alternatives. As a

potential buyer, you should 

know each fuel’s advantages and

disadvantages and recognize the

need that each fuel addresses.

Your best choices will be fuels and

vehicles that balance your business

objectives against factors such 

as emissions, fuel and vehicle

availability, fueling convenience,

range, vehicle capacity, operating

performance, cost, and available

incentives.

In some areas of the country, 

legislation requires transportation

control measures, such as timerestricted vehicle operation, 

high-occupancy freeway lanes,

and parking restrictions. If you

buy and use AFVs that EPA has

certified to Inherently Low

Emission Vehicle standards, you

may enjoy special exemptions

from these control measures.

However, the availability of these

exemptions is controlled by the

transportation departments in

individual states. AFVs may also

receive special credits that

exempt your fleet from parts of

your state’s employee trip 

reduction programs.
Special Purchase

Incentives and Credits

EPAct provides tax deductions and

credits to defray start-up costs (see

Table 2), which are available to all

fleets, even those not required by

law or regulation to buy AFVs. Other

state and local financial incentive

programs may be available in your

area. For up-to-date information on

these programs, funding, finaning,

and incentives, contact DOE’s

National Alternative Fuels Hotline

(800-423-1DOE) or visit DOE’s

Web site at www.fleets.doe.gov.

Fleets that are not covered by a

CFFP but are covered by EPAct

may also be able to earn Clean

Fuel Fleet purchase credits if fleet

managers buy or lease AFVs (see

Table 3). Depending on individual

state regulations, however, only

vehicles certified by EPA to Clean

Fuel Fleet emission standards may

be used for credits. The purchase

credits may be transferred or sold

to another fleet, banked, or used to

offset emissions from new sources

within the same geographic area. 

Contact Sally Newstead at EPA’s

National Vehicle and Fuel

Emissions Laboratory in Ann

Arbor, Michigan (734-214-4474)

for further information, or visit

www.fleets.doe.gov, and

www.epa.gov/orcdizux/cff.htm.❖

Table 2 - EPAct Tax Incentives

*Direct deduction from tax liability. +Vehicle credits and deductions subject to reductions starting1/1/02

By GVWR Special AFVs

Per AFV Purchased

Tax 

Incentives

Credit*+

Deduction+

Up to 

10,000 lb

10,000 to

26,000 lb

Over 

26,000 lb

Buses seat 

20 or more

Electric

vehicles

10% up to $4,000

per AFV

Up to 

$2,000 per 

AFV

Up to 

$5,000 per 

AFV

Up to 

$50,000 per 

AFV

Up to 

$50,000 

Up to 

$100,000

Per 

Fueling 

Site

Table 3 - Clean Air Act Purchase Credits Available for LDV and LDT (3750 LVW)+++

*Credits can be earned by purchasing additional LEVs. 

**Fuels for which new OEM vehicles are available at these emission levels.

+

RFG and clean diesel satisfy only CAAA requirements.

++A subclassification based on evaporative emissions. Credit value is determined by the major classifications - LEV, ULEV, ZEV.

+++LDT with higher loaded vehicle weight (LVW) may get fractionally higher credits for NLEV and ZEV.

Standards Fuels**

Low-emission vehicle, clean fuel vehicle* CNG, LPG, RFG, Clean Diesel+

Inherently low-emission vehicle*+ CNG

Ultra-low-emission vehicle CNG

Zero-emission vehicle EV

Purchase Credits

1 Purchase credit

++

2 Purchase credits

3 Purchase credits

10 Taking an Alternative Route
What Types of AFVs

are Available?

AFVs have been available in a variety of vehicle classes (see Glossary

for a definition of each class) for a

number of years. Alternatives to

gasoline and diesel fuel include

compressed natural gas (CNG) 

and liquefied natural gas (LNG),

electricity, ethanol (E85, E95),

methanol (M85, M100), liquefied

petroleum gas (LPG, often referred

to as propane), and biodiesel. 

Here are the types of light-duty

vehicles available:

•Dedicated AFVs, designed to

operate on only one fuel (for

example, CNG)

•Dual-fuel vehicles, designed to

operate on an alternative fuel or

conventional fuel (either bi-fuel

or flex fuel, see glossary)

In addition, medium-duty and

heavy-duty AFVs operate in 

various applications by federal,

state, and local government fleets,

as well as in private fleets, such 

as grocery stores and package

delivery fleets. More information

on the availability of AFVs on 

the market can be found at

http://www.fleets.doe.gov.

How Do You Use 

Your Fleet Vehicles?

To help you choose among alternative fuels, consider these key

questions:

•What types of vehicles are in

your fleet?

•How are your vehicles used?

Long or short trips? How many

miles per day or week? Are

they driven predominately in

the city or on the highway?

•Do your vehicles return to a

central facility at the end of each

Which AFVs Are

Best for Your

Business?

Whatever motivates you to purchase AFVs, 

you should carefully examine the operating

characteristics specific to your fleet, then

compare those factors against the types of

vehicles available and the performance of 

various alternative fuels. This will lead you 

to a sound decision about the types of 

AFVs that are right for your business.

Fueling the Future 11
work day? Could your vehicles

be refueled overnight?

•Do your vehicles need substantial room for hauling cargo or

passengers?

•What is the average service 

life of your vehicles?

•What does it cost to replace 

a vehicle?

•Which fuels are available in

your area?

•How much do you pay for 

fuel for your vehicles?

•What are your vehicle 

maintenance costs?

Will AFVs Meet Your

Fleet’s Needs?

Consider these questions to determine whether AFVs make sense

for your business.

•Do the original equipment

manufacturers (OEMs) offer

AFVs that will meet your 

service needs?

•Are you willing to convert 

an OEM vehicle to use an 

alternative fuel if OEM AFVs

are not available in the models

you need?

•Are warranties available on 

the AFVs? 

•Which alternative fuels are

available within reasonable

proximity to the fleet?

•Wil you consider adding 

alternative fuel fueling 

capabilities to your central 

facility if local fueling stations

are not available?

•Will the storage space available

in a suitable AFV meet your

usage requirements?

•What is the driving range of

the AFV you’re considering?

•How does the cost of an AFV

compare with the cost of the

conventionally fueled vehicle

you would be replacing?

•How does the cost of the alternative fuel compare to the cost of

conventional gasoline or diesel?

•Is direct funding available to help

defray the cost of incorporating

AFVs into your fleet? Are tax

incentives available?

Vehicle Certification 

Any AFV (OEM or conversion)

can be used to meet EPAct requirements. Any AFV (OEM or conversion) that is also certified by EPA

as meeting the Clean Fuel Fleet

standards can be used to meet

EPAct and CAAA requirements.

Conventionally fueled vehicles that

have been certified by EPA to the

Clean Fuel Fleet standards can be

used to meet CAAA requirements,

but not EPAct requirements.

Among vehicle offerings, OEMs

produce some vehicles that meet

the CAAA LEV requirements.

Conversion companies may convert

vehicles or engines previously 

certified by EPA for operation on

gasoline or diesel fuel to operate

on alternative fuels. Emissions

from the converted vehicle must

also meet the LEV requirements

before the conversion. To demonstrate this, the conversion company

must have the vehicle tested, or

have previously done so with a

converted vehicle of the same type.

When a vehicle is converted, quality

of service can vary, depending on

the provider’s experience and skills.

12 Taking an Alternative Route
If you plan to purchase a converted

AFV, ask to see certified emissions

results from before and after the

conversion to ensure that your

new vehicle meets EPA standards.

Any vehicle or engine that has

been certified as meeting EPA’s

Clean Fuel Fleet standards should

have a label identifying it as such

under the hood.

OEM-produced AFVs or engines

will carry OEM warranties. Many

major automobile manufacturers

have Web sites with information

on the AFVs they produce.

Converted vehicles may carry

warranties covered either by the

OEM or by a combination of the

OEM and the conversion company.

Your dealer may have information

on qualified conversion companies

and warranties. You may also be

able to obtain information on

AFV conversion companies from

fuel providers.

For information on vehicles that

are available for use with a 

particular fuel, please contact 

the sources listed.❖

Fueling the Future 13

Comparing 

the Fuels

The following descriptions compare alternative

fuels to conventional gasoline or diesel.

To assist you with your

comparison, the next section

covers the characteristics of

six alternative fuels—biodiesel,

electricity, ethanol, methanol, 

natural gas, and propane. 

Because of growing interest in

other technologies, a section on

advanced technology vehicles 

is also included. 

Extensive research continues on

alternative fuels and the vehicles

that use them, as well as on 

innovative advanced automotive

technologies. Although our

descriptions here are limited to fuel

and vehicle combinations that are

available now, the future looks

promising for many others that

are currently being developed.❖
For More Information,

Contact:

• National Biodiesel Board,

573-635-3893 or 

800-BIODIESEL,

www.biodiesel.org

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov

Biodiesel Fuel 

Fuel Description:

Liquid produced from 

such renewable sources as

vegetable oils, animal fat, 

and used oil and fats. 

Domestic Content 

of Fuel

• 100%

Fueling

• Fueling is the same as with

diesel fuel.

Fuel Availability

• Available in bulk from an

increasing number of 

biodiesel suppliers and 

petroleum marketers as a 

B20 (20% biodiesel and 80%

petroleum diesel) blend or as

pure/neat biodiesel (B100).

• See the National Biodiesel Board

Web site at www. biodiesel.org

for a list of biodiesel suppliers.

Vehicle Experience

• In the United States, more than

20 million miles have been 

driven on neat (pure) biodiesel

and biodiesel blends.

Operational

Performance

• Horsepower, torque, and fuel

economy are similar to those for

diesel fuel.

• Cetane number is higher than

that of conventional diesel fuel.

• B100 meets low-sulfur, lowaromatic clean diesel standards

established by the California Air

Resource Board.

• Similar practices employed with

Number 2 diesel should be used

to ensure adequate cold-flow

performance in certain climates.

This involves blending with

Number 1 diesel or using 

anti-gel additives.

Maintenance and

Reliability

• In older vehicles, high-percent

blends of biodiesel can effect

fuel hoses and pump seals 

containing certain elastomers.

The effect is lessened with

lower-percent blends.

• Lubricity is improved over that

of conventional diesel fuel.

• Biodiesel-compatible elastomers

(such as hoses and gaskets) are

required for use with neat

biodiesel and high-percentage

biodiesel blends.

• Heaters for fuel tanks and filters

may be needed in cold climates.

• All biodiesel (B100) should 

meet the ASTM provisional

specifications before being used

(or blended with diesel fuel) to

protect equipment and to

ensure trouble-free operation.

Safety

• Training required to operate and

maintain vehicles is the same as

for petroleum diesel.

• Flashpoint is significantly higher than that of conventional

diesel fuel.

• Neat biodiesel is nontoxic and

biodegradable.

• Biodiesel can be transported,

delivered, and stored using the

same equipment as for diesel fuel.

Usage 

• Neat biodiesel has been 

designated as an alternative fuel

for EPAct programs. In addition,

DOE has ruled that covered

fleets must meet at least 50% of

their vehicle-acquisition requirements with AFVs, for vehicles

with a GVWR greater than 8,500

pounds. For biodiesel fuel

providers, the requirement is

100%. A covered fleet will be

awarded one AFV acquisition

for each 450 gallons of biodiesel

purchased. To receive credit for

an AFV acquisition, the

biodiesel must be used in

blends that contain, by volume,

at least 20% biodiesel. 

Costs

• Biodiesel use requires little or

no engine modification.

• Neat biodiesel costs range from

$1.95 to $4.75 per gallon, depending on the feedstock, supplier,

and quantity purchased. 

• In general, B20 blends will cost

30 to 40 cents more per gallon

than diesel.

14 Taking an Alternative Route
Electricity

Domestic Content 

of Fuel

• More than 95%, based on current

mix of input energy (coal, natural

gas, nuclear, hydropower, and

renewables) for electric power

generation.

Fueling

• A cord and plug (conductive) or

cord and paddle (inductive) 

system connects to a 120-volt,

240-volt, or higher-voltage electrical source. The connecting

device may be located aboard the

vehicle or in a fixed, off-vehicle

location.

• Time needed for charging

depends on voltage of the 

electrical source; temperature;

and size, type, and remaining

state-of-charge of the batteries.

Fuel Availability

• Most homes, government 

facilities, fleet garages, and 

businesses have adequate 

electrical capacity for charging.

Special hookups or upgrades

may be required.

• About 500 public charging 

facilities are available in selected

areas mainly in southern

California and Arizona.

Vehicle Experience

• More than 5,000 electric vehicles

(EVs) are operating in the

United States (most in California

and the western United States).

Few EVs are available outside

California and Arizona.

• A few major automakers are producing EVs, with more planned

for the future. EVs are also available as buses, bicycles, scooters,

and neighborhood vehicles.

Operational

Performance

• The range for OEM EVs is 50 to

130 miles. Variables include the

vehicle’s weight, engineering

and design features, and type

of battery.

• Weather extremes and use of 

accessories (such as heating 

and air conditioning) will reduce

the range.

• Electric drivetrains are more

energy efficient than internal

combustion engines.

• OEM EVs can travel at the 

same speeds as conventional

vehicles, and provide the same

performance capabilities.

Maintenance and

Reliability

• Different types of batteries 

(such as lead-acid, nickel-metal

hydride, and lithium-ion) are

available depending on the 

manufacturer and the vehicle.

• Service requirements are expected

to be reduced. No tune-ups, oil

changes, timing belts, water

pumps, radiators, fuel injectors,

or tailpipes are required.

Safety

• Auto suppliers may assist 

fleets with technical training.

Some community colleges offer

training for EV mechanics.

• OEM EVs must meet all the 

same vehicle safety standards 

as conventional vehicles.

Costs

• Battery pack replacement costs

depend on the type of batteries

and whether the vehicle is 

purchased or leased. Battery

replacement is included in the

price of leased vehicles.

• Initial commercial production

automobiles are priced at $15,000

to $40,000. Tax incentives could

significantly lower costs. 

• Most manufacturers lease, but do

not sell, EVs. Lease prices start at

$349 per month depending on

vehicle and manufacturer.

• Electricity costs less per mile than

gasoline; utility rates may vary.

• Installation of equipment at

charging locations will involve

additional expense.

For More Information,

Contact:

• Electric Vehicle Association of

the Americas, 202-508-5995, 

e-mail: ev@evaa.org, 

www.evaa.org

• Electric Power Research

Institute, 650-855-2984

• The Electric Auto Association,

510-814-1864, www.eaaev.org

• National Alternative Fuels

Hotline, 800-423-1DOE

• Your local electric utility

Fueling the Future 15

Fuel Description:

Onboard rechargeable 

batteries power an 

electric motor.
For More Information,

Contact:

• National Ethanol Vehicle

Coalition, 573-635-8445 or

800-E85-8895

• Renewable Fuels

Association, 202-289-3835,

www.ethanolrfa.org

• American Biofuels

Association, 703-522-3392

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov

Fuel Description:

Liquid alcohol produced 

from grain or agricultural

waste. E85 (a blend of 

85% denatured ethanol 

and 15% gasoline) is used 

for light-duty applications;

E95 (a blend of 95% 

denatured ethanol and 

5% gasoline) is used for

heavy-duty applications.

Domestic Content 

of Fuel

• 100% 

Fueling

• Ethanol vehicles are fueled the

same as gasoline vehicles.

Fuel Availability

• Most fueling stations are located

in the Midwest, but in all, more

than 100 public E85 stations are

available in 17 states.

• E95 is available only through

bulk suppliers.

Vehicle Experience

• Available E85 vehicles are flexiblefuel, meaning that they can be

operated on E85 (a blend of 85%

ethanol and 15% gasoline), on

gasoline, or on blends of the

two.

• Some manufacturers are 

making entire production runs

of selected vehicles ethanol 

compatible (flexible-fuel).

• In addition to LDVs, heavy-duty

line-haul and medium-duty

municipal trucks have been 

successfully demonstrated on

E95. At this time, no heavy-duty

engines are available from OEMs

that operate on ethanol.

• The National Ethanol Vehicle

Coalition estimates that 750,000

E85 vehicles were produced for

MY 2000. That estimate excludes

E85 vehicles already on the road.

Operational

Performance

• Vehicles may require more 

frequent fueling depending on

installed tank size and options. 

Some auto manufacturers are

installing larger fuel tanks in the

E85 vehicles, resulting in ranges

similar to those of the gasoline

models.

• Power, acceleration, payload,

and cruising speed provided are

comparable with those for

equivalent conventional fuels.

Special Maintenance

Considerations

• Special lubricants may be

required. Check the owners

manual or consult with the

manufacturer to ensure that 

the correct oil is used.

• Identify E85 as the fuel when

ordering replacement parts.

• Maintenance assistance is 

available from local dealers;

practices are very similar, if 

not identical, to those for conventionally fueled operations.

Safety

• Ethanol-fueled vehicles 

require the same fuel handling

practices as conventionally

fueled vehicles.

Costs

• E85 is sold in the Midwest at

prices equivalent to those for

mid-grade unleaded gasoline.

• Mass production of E85 

compatible vehicles allows

some OEMs to offer these 

vehicles at the same prices as

comparable gasoline vehicles.

16 Taking an Alternative Route

Ethanol 
Fueling the Future 17

Methanol

Domestic Content of

Fuel

• About 90%, depending on 

world market price.

Fueling

• Fueling is the same as with 

conventional gasoline or 

diesel fuel.

Fuel Availability

• Methanol remains a qualified

alternative fuel as defined by

EPAct, but it is not commonly

used. Automakers have ceased

supplying methanol-powered

vehicles. A handful of methanol

fueling stations exist in

California, where some state

fleet vehicles and school buses

run on methanol.

• Individual users without access

to public fueling stations may

find methanol through bulk

chemical suppliers in major

cities.

• Methanol remains a good 

candidate to provide hydrogen

for fuel cell vehicles, should

they emerge in quantity in the

auto market.

Vehicle Experience

• The number of methanol vehicles

has declined substantially from

the approximately 20,000 on 

U.S. roads in the early 1990s.

Some estimates place the current 

number at 1,000 or perhaps 

even fewer. 

Operational

Performance

• Vehicles will require more 

frequent fueling than gasoline

vehicles because of methanol’s

lower energy content.

• Power, acceleration, payload,

and cruising speed are 

comparable with those for

equivalent conventional fuels.

Maintenance 

and Reliability

• Use special lubricants available

by direct order from supplier

(significant cost premium over

conventional motor oils).

• Use M85-compatible replacement

parts (that is, identify M85 as

fuel when ordering).

Safety

• Methanol-fueled vechicles

require the same fuel handling

practices as conventionally

fueled vehicles.

Costs

• M85 fuel cost is equal to, or

slightly higher than, that of 

premium-blend gasolines. In

California, the major methanol

supplier adjusts the price of

methanol to the average cost for

regular unleaded gasoline (after

accounting for the difference in

energy content).

Fuel Description:

Odorless clear liquid, produced

from natural gas, coal, or 

biomass. M85 (a blend of 85%

methanol and 15% gasoline) 

is for light-duty applications.

M100 (pure methanol) is for

heavy-duty applications.

For More Information,

Contact:

• American Methanol

Institute, 202-467-5050,

www.methanol.org

• California Energy

Commission, 916-654-4292,

www.cec.com

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov
For More Information,

Contact:

• Natural Gas Vehicle

Coalition, 703-527-3022,

www.ngvc.org

• American Public Gas

Association, 703-532-3890,

www.apga.org

• Gas Research Institute, 

773-399-8100, www.gri.org

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov

• Your local gas utility

Fuel Description:

Extracted from underground

reservoirs, composed 

primarily of methane.

Compressed natural gas

(CNG) is compressed to

2,400–3,600 pounds per

square inch in specially

designed and constructed

cylinders. Liquefied natural

gas (LNG) is cooled to 

-260°F and stored in 

insulated cryogenic tanks.

Domestic Content 

of Fuel

• Consumption is about 85% from

domestic sources.

Fueling

• “Slow” fill (as long as 8 hours)

and “quick” fill (3 to 5 minutes)

are available for CNG. LNG

(stored at -260°F) fueling times

are comparable with those for 

gasoline or diesel fuels.

Fuel Availability

• CNG fueling stations are located in most major cities and in

many rural areas; in all, nearly

1,300 fueling stations are 

available across the country.

• Public LNG stations are limited.

LNG is available through several

suppliers of cryogenic liquids.

Vehicle Experience

• Estimates indicate there are more

than 75,000 natural gas vehicles,

in the United States and more

than 1 million worldwide.

• Auto manufacturers offer many

types and styles of CNG vehicles.

• HDV manufacturers can install

one of several available CNG or

LNG engines in products they

offer.

• Medium-duty and heavy-duty

CNG vehicles operate in many

applications including federal,

state, and local government

fleets; commercial fleets such as

grocery stores; and package

delivery fleets, such as United

Parcel Service. 

• One of every five new transit

buses in the United States is

powered by natural gas. Many

school buses are natural gasfueled.

Operational

Performance

• Vehicle range for CNG and 

LNG depend on fuel storage

capacity, but generally it is less

than that of comparable gasoline or diesel vehicles.

• Power, acceleration, and cruising

speeds are comparable with

those of gasoline or diesel.

• Storage cylinder location and

number may displace some 

payload capacity.

Maintenance and

Reliability

• High-pressure tanks require

periodic inspection and 

certification.

• Some fleets report 2 to 3 years

longer service life and extended

time between required maintenance. However, manufacturers

and conversion companies 

recommend conventional 

maintenance intervals.

Safety

• Pressurized tanks have been

designed to withstand severe

impact, high external temperatures, and automotive environmental exposure. Design

changes have resolved problems

responsible for earlier in-service

failures.

• It is important to fuel a natural

gas-fueled vehicle in a wellventilated area. Natural gas 

dissipates quickly in air 

relatively non-reactive when 

it’s not contained.

Costs

• Fuel cost per gasoline-gallonequivalent is less than that of

gasoline.

• Conversion costs range from

about $2,500 to $5,000 per LDV.

The auto manufacturer’s price

premium can be $1,500 to $6,000.

• Incremental cost premiums for

CNG buses and heavy-duty

trucks are in the range of

$30,000 to $50,000.

• Federal and other incentives can

help offset some of the increase

in vehicle acquisition costs.

• Fleets may need to purchase

service and diagnostic equipment if access to commercial

CNG/ LNG vehicle maintenance facilities is not available.

18 Taking an Alternative Route

Natural Gas 
Domestic Content of

Fuel

• Approximately 90%.

Fueling

• Comparable with that of 

gasoline or diesel vehicles; uses

screw-on connection device.

• Tanks are filled to no more than

80% capacity (there is an 

automatic shutoff on the tanks),

to allow for liquid expansion as

the outside temperature rises.

Fuel Availability

• Propane is the most accessible of

the liquid and gaseous alternative

fuels in the United States.

• There are publicly accessible

fueling stations in all states.

Vehicle Experience

• It’s estimated that there are more

than 350,000 on- and off-road

propane-powered vehicles in 

the United States, and about 

4 million worldwide.

Operational

Performance

• Range on LPG is somewhat 

less than that of comparable

gasoline-powered vehicles.

Manufacturers often provide

larger fuel tanks to compensate

and allow vehicle ranges similar

to gasoline.

• Power, acceleration, payload,

and cruising speed are 

comparable to those obtained

with an equivalent internal

combustion engine.

Maintenance and

Reliability

• Some fleets report service lives

that are 2 to 3 years longer, as

well as extended intervals

between required maintenance

sessions. However, manufacturers

and conversion companies

recommend conventional 

maintenance intervals.

Safety

• Adequate ventilation is important

for fueling a propane-fueled

vehicle. Fueling in a closed-in

space can be hazardous, but

proper air circulation dissipates

the fumes quickly.

• Propane tanks are 20 times more

puncture resistant than gasoline

tanks, and can withstand high

impact.

Costs

• Propane vehicle operating costs

in fleets typically range from 

5% to 30% less than those of

gasoline.

• Fueling station cost is similar 

to that for a comparably sized

gasoline dispensing system.

• Service and diagnostic equipment will be required if access 

to commercial propane vehicle

maintenance facilities is not

available.

• Factory-installed LDV conversion

costs about $2,500 in addition to

the conventional vehicle base

price; non-factory conversions

also average about $2,500.

For More Information,

Contact:

• National Propane Gas

Association, 630-515-0600,

www.npga.org

• Propane Vehicle Council,

202-530-0479

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov

Fueling the Future 19

Fuel Description:

Liquefied petroleum gas, 

or LPG (commonly called

propane), is a liquid mixture

of at least 90% propane, 

and up to 2.5% butane and

higher hydrocarbons. The

balance is ethane and 

propylene. It is a by-product

of natural gas processing 

or petroleum refining.

Propane
For More Information,

Contact:

• National Alternative Fuels

Hotline, 800-423-1DOE,

www.afdc.doe.gov

• Office of Transportation

Technologies,www.ott.doe.gov

• Hydrogen Information

Network, www.eren.doe.gov/

hydrogen

• Electric Vehicle Association of

the Americas, 202-508-5995, 

e-mail: ev@evaa.org, 

www.evaa.org

• California Fuel Cell

Partnership, 916-371-2870,

www.fuelcellpartnership.org

Description:

Certain vehicle technologies

do not qualify for EPAct

credits, but may play a 

significant part in reducing

petroleum use and exhaust

emissions. Among them 

are hybrid-electric vehicles, 

which are already available

commercially; and fuel cell

vehicles, which are still

development.

Advanced Technology Vehicles

20 Taking an Alternative Route

Hybrid Electric Vehicle

(HEV) Description:

• HEVs are powered by two energy

sources—an energy conversion

unit (such as an internal combustion engine or fuel cell) and

an energy storage device (such

as batteries or ultra capacitors).

The energy conversion unit 

may be powered by gasoline,

methanol, CNG, hydrogen, or

an other alternative fuel. HEVs

have the potential to be two to

three times more fuel efficient

than conventional vehicles.

• HEVs can have either a parallel 

or a series design. In a parallel

design, the energy conversion

unit and electric propulsion 

system are connected directly to

the vehicle’s mechanical drive

train. The primary engine is used

for highway driving; the electric

motor provides added power

during hill climbs, acceleration,

and other periods of high

demand. In a series design, the

primary engine is connected to

a generator that produces electricity. The electricity charges

batteries and drives an electric

motor that powers the wheels. 

• Two of the earliest entries in the

commercial market for HEVs

are the Honda Insight and the

Toyota Prius. Both are economical subcompacts.

Fuel Cell Vehicle

Description

• A fuel cell converts the chemical

energy of a fuel into usable 

electricity and heat without 

combustion as an intermediate step.

• A vehicle powered by a fuel cell

can be highly efficient and can

reduce emissions significantly.

Because hydrogen reacts with

oxygen to produce electricity

and has only water vapor and

heat as by-products, it is the

optimal fuel for powering fuel

cells. Storing hydrogen onboard

a fuel cell vehicle (FCV) greatly

simplifies the fuel system design

and results in a greater energy

efficient system because onboard

fuel processing is unnecessary.

Hydrogen is normally a gas, so a

relatively large volume is

required to contain enough energy

to provide the driving range we

expect from today’s automobiles.

Currently, two methods of storing hydrogen onboard a vehicle

are receiving the most attention:

compressed gas in storage tanks

at high pressure or liquid hydrogen in insulated storage tanks at

low temperature and pressure.

Research and development of

chemical storage systems using

metal hydride compounds and

advanced carbon storage media

are also under way. Researchers

are also investigating the use of

liquid fuels such as methanol or

gasoline as sources of hydrogen.

This approach solves the problems

associated with storing hydrogen,

but requires additional equipment to chemically strip the

hydrogen from the liquid fuel.

• Fuel cell technology is in 

development by automakers 

in the U.S., Europe, and Asia,

but FCVs are not yet available

commercially.

Operational

Performance

• HEVs and FCVs are being developed to meet the performance

expectations of today’s consumers.

FCVs are extremely quiet and

have very little vibration.

Safety and Costs

• The goal is to develop these 

vehicles with levels of safety, 

comfort, and cost comparable to

those of a conventional vehicle.

Meeting consumers’ cost expectations, especially when the vehicles are introduced, will be

difficult. But incentives, rebates,

and possible auto manufacturer

price adjustments will help

reduce the purchase price of

these vehicles.
Fueling the Future 21

Metropolitan Statistical Areas Covered by EPAct

DOE has defined covered MSA/CMSA areas by the 1980 U.S. Census population figures and by the 1990 U.S.

Census MSA/CMSA area definitions. Covered MSA/CMSA areas are displayed in bold type followed by a list

of covered counties.

(P) means that only part of the county is covered by EPAct. A list of covered cities in each partial county is

located in Appendix A. You may also use the easy, interactive Clean Cities Alternative Fuel Vehicle Fleet

Buyer's Guide at http://www.fleets.doe.gov or call the National Alternative Fuels Hotline at 800-423-1DOE to

determine whether you are in an area covered by EPAct.

Alabama

Birmingham

Blount

Jefferson

St. Clair

Shelby

Columbus, GA-AL

Russell

Mobile

Baldwin

Mobile

Montgomery

Autauga

Elmore

Montgomery

Arizona

Las Vegas, NV-AZ

Mohave

Phoenix

Maricopa

Pinal

Tucson

Pima

Arkansas

Little Rock-North

Little Rock

Faulkner

Lonoke

Pulaski

Saline

Memphis, TN-AR-MS

Crittenden

California

Bakersfield

Kern

Fresno

Fresno

Madera

Los AngelesRiverside-Orange

County

Los Angeles

Orange

Riverside

San Bernardino

Ventura

Modesto

Stanislaus

Sacramento-Yolo

El Dorado

Placer

Sacramento

Yolo

Salinas

Monterey

San Diego

San Diego

San FranciscoOakland-San Jose

Alameda

Contra Costa

Marin

Napa

San Francisco

San Mateo 

Santa Clara

Santa Cruz

Solano

Sonoma

Stockton-Lodi

San Joaquin

Santa Barbara-Santa

Maria-Lompoc

Santa Barbara

Colorado

Colorado Springs

El Paso

Denver-BoulderGreeley

Adams

Arapahoe

Boulder

Denver

Douglas

Jefferson

Weld

Connecticut

Boston-WorcesterLawrence, MA-NH

Windham (P)

Hartford

Hartford (P)

Litchfield (P)

Middlesex (P)

New London (P)

Tolland (P)

Windham (P)

New LondonNorwich, CT-RI

New London (P)

Middlesex (P)

Windham (P)

New York-Northern

New Jersey-Long

Island, NY-NJ-CT-PA

Fairfield (P)

Litchfield (P)

Middlesex (P)

New Haven (P)

Delaware

PhiladephiaWilmington-Atlantic

City, PA-NJ-DE-MD

New Castle

District Of

Columbia

WashingtonBaltimore, 

DC-MD-VA-WV

Washington, DC 

Florida

Daytona Beach

Flagler

Volusia

Jacksonville

Clay

Duval

Nassau

St. Johns

Lakeland-Winter

Haven

Polk

Melbourne-TitusvillePalm Bay

Brevard

Miami-Ft. Lauderdale

Broward

Dade

Orlando

Lake

Orange

Osceola

Seminole

Pensacola

Escambia

Santa Rosa

Tampa-St.

PetersburgClearwater

Hernando

Hillsborough

Pasco

Pinellas

West Palm BeachBoca Raton-Delray

Beach

Palm Beach

Georgia

Atlanta

Barrow

Bartow

Carroll

Cherokee

Clayton

Cobb

Coweta

DeKalb

Douglas

Fayette

Forsyth

Fulton

Gwinnett

Henry

Newton

Paulding

Pickens

Rockdale

Spalding

Walton

Augusta-Aiken, GA-SC

Columbia

Richmond

Chattanooga, TN-GA

Catoosa

Dade

Walker

Columbus, GA-AL

Chattahoochee

Harris

Muscogee

Macon

Bibb

Houston

Jones

Peach

Twiggs

Hawaii

Honolulu

Honolulu

Idaho

Boise City

Ada

Canyon
Illinois

Chicago-GaryKenosha, IL-IN-WI

Cook

Dekalb

Dupage

Grundy

Kane

Kankakee

Kendall

Lake

McHenry

Will

Davenport-MolineRock Island, IA-IL

Henry

Rock Island

Peoria-Pekin

Peoria

Tazewell

Woodford

Rockford

Boone

Ogle

Winnebago

St. Louis, MO-IL

Clinton

Jersey

Madison

Monroe

St. Clair

Indiana

Chicago-GaryKenosha, IL-IN-WI

Lake 

Porter

Cincinnati-Hamilton,

OH-KY-IN

Dearborn

Ohio

Ft. Wayne

Adams

Allen

DeKalb

Huntington

Wells

Whitley

EvansvilleHenderson, IN-KY

Posey

Vanderburgh

Warrick

Louisville, KY-IN

Clark

Floyd

Harrison

Scott

Indianapolis

Boone

Hamilton

Hancock

Hendricks

Johnson

Madison

Marion

Morgan

Shelby

Iowa

Davenport-MolineRock Island, IA-IL

Scott

Des Moines

Dallas

Polk

Warren

Omaha, NE-IA

Pottawattamie

Kansas

Kansas City, MO-KS

Johnson

Leavenworth

Miami

Wyandotte

Wichita

Butler

Harvey

Sedgwick

Kentucky

Cincinnati-Hamilton,

OH-KY-IN

Boone

Campbell

Gallatin

Grant

Kenton

Pendleton

EvansvilleHenderson, IN-KY

Henderson

Huntington-Ashland,

WV-KY-OH

Boyd

Greenup

Lexington

Bourbon

Clark

Fayette

Jessamine

Madison

Scott

Woodford

Louisville, KY-IN

Bullitt

Jefferson

Oldham

Louisiana

Baton Rouge

(Parishes)

East Baton Rouge

Livingston

West Baton Rouge

New Orleans

(Parishes)

Jefferson

Orleans

Plaquemines

St. Bernard

St. Charles

St. James

St. John the Baptist

St. Tammany

Shreveport-Bossier

City

(Parishes)

Bossier

Caddo

Webster

Maine

Boston-LawrenceWorcester, MA-NH

York (P)

Maryland

PhiladelphiaWilmington-Atlantic

City, PA-NJ-DE-MD

Cecil

WashingtonBaltimore, 

DC-MD-VA-WV

Anne Arundel

Baltimore 

Baltimore City

Calvert

Carroll

Charles

Frederick

Harford

Howard

Montgomery

Prince George’s

Queen Anne’s

Washington

Massachusett

s

Boston-LawrenceWorcester, MA-NH 

Bristol (P)

Essex (P)

Hampden (P)

Middlesex (P)

Norfolk (P)

Plymouth (P)

Suffolk (P)

Worcester (P)

Springfield

Franklin (P)

Hampden (P)

Hampshire (P)

Providence-Fall

River-Warwick, 

RI-MA

Bristol (P)

Michigan

Detroit-Ann ArborFlint

Genessee

Lapeer

Lenawee

Livingston

Macomb

Monroe

Oakland

St. Clair

Wayne

Washtenaw

Grand RapidsMuskegon-Holland

Allegan

Kent

Muskegon

Ottawa

KalamazooBattle Creek

Calhoun

Kalamazoo

Van Buren

Lansing-East Lansing

Clinton

Eaton

Ingham

Saginaw-Bay CityMidland

Bay

Midland

Saginaw

Minnesota

Duluth-Superior, 

MN-WI

St. Louis

Minneapolis-St. Paul,

MN-WI

Anoka

Carver

Chisago

Dakota

Hennepin

Isanti

Ramsey

Scott

Sherburne

Washington

Wright

Mississippi

Jackson

Hinds

Madison

Rankin

Memphis, TN-AR-MS

DeSoto

Missouri

Kansas City, MO-KS

Cass

Clay

Clinton

Jackson

Lafayette

Platte

Ray

St. Louis, MO-IL

Franklin

Jefferson

Lincoln

St. Charles

St. Louis City

St. Louis County

Warren

Nebraska

Omaha, NE-IA

Cass

Douglas

Sarpy

Washington

Metropolitan Statistical Areas Covered by EPAct

22 Taking an Alternative Route
Metropolitan Statistical Areas Covered by EPAct

Fueling the Future 23

Nevada

Las Vegas, NV-AZ

Clark

Nye

New

Hampshire

Boston-WorcesterLawrence, MA-NH

Hillsborough (P)

Merrimack (P)

Rockingham (P)

Strafford (P)

New Jersey

New York-Northen

New Jersey-Long

Island, NY-NJ-CT-PA

Bergen

Essex

Hudson

Hunterdon

Mercer

Middlesex

Monmouth

Morris

Ocean

Passaic

Somerset

Sussex

Union 

Warren

PhiladephiaWilmington-Atlantic

City, PA-NJ-DE-MD

Atlantic

Burlington

Camden

Cape May

Cumberland

Gloucester

Salem

New Mexico

Albuquerque

Bernalillo

Sandoval

Valencia

New York

Albany-SchenectadyTroy

Albany

Montgomery

Rensselaer

Saratoga

Schenectady

Schoharie

Binghamton

Broome

Tioga

Buffalo-Niagara Falls

Erie

Niagara

New York-Northern

New Jersey-Long

Island, NY-NJ-CT-PA

Bronx 

Dutchess

Kings

Nassau

New York

Orange

Putnam

Queens

Richmond

Rockland

Suffolk

Westchester

Rochester

Genesee

Livingston

Monroe

Ontario

Orleans

Wayne

Syracuse

Cayuga

Madison

Onondaga

Oswego

Utica-Rome

Herkimer

Oneida

North

Carolina

Charlotte-GastoniaRock Hill, NC-SC

Cabarrus

Gaston

Lincoln

Mecklenburg

Rowan

Union

Greensboro-WinstonSalem-High Point

Alamance

Davidson

Davie

Forsyth

Guilford

Randolph

Stokes

Yadkin

HickoryMorgantown-Lenoir

Alexander

Burke

Caldwell

Catawba

Norfolk-Virginia

Beach-Newport

News, VA-NC

Currituck

Raleigh-Durham

Chatham

Durham

Franklin

Johnston

Orange

Wake

Ohio

Canton-Massillon

Carroll

Stark

Cincinnati-Hamilton,

OH-KY-IN

Brown

Butler

Clermont

Hamilton

Warren

Cleveland-Akron

Ashtabula

Cuyahoga

Geauga

Lake

Lorain

Medina

Portage

Summit

Columbus

Delaware

Fairfield

Franklin

Licking

Madison

Pickaway

Dayton-Springfield

Clark

Greene

Miami

Montgomery

Huntington-Ashland,

WV-KY-OH

Lawrence

Toledo

Fulton

Lucas

Wood

Youngstown-Warren

Columbiana

Mahoning

Trumbull

Oklahoma

Oklahoma City

Canadian

Cleveland

Logan

McClain

Oklahoma

Pottawatomie

Tulsa

Creek

Osage

Rogers

Tulsa

Wagoner

Oregon

Eugene-Springfield

Lane

Portland-Salem, 

OR-WA

Clackamas

Columbia

Marion

Multnomah

Polk

Washington

Yamhill

Pennsylvania

AllentownBethlehem-Easton

Carbon

Lehigh

Northhampton

Harrisburg-LebanonCarlisle

Cumberland

Dauphin

Lebanon

Perry

Erie

Erie

Johnstown

Cambria

Somerset

Lancaster

Lancaster

New York-Northern

New Jersey-Long

Island, NY-NJ-CT-PA

Pike

PhiladelphiaWilmington-Atlantic

City, PA-NJ-DE-MD

Bucks

Chester

Delaware

Montgomery

Philadephia

Pittsburgh

Allegheny

Beaver

Butler

Fayette

Washington

Westmoreland

Reading

Berks

Scranton-Wilkes

Barre-Hazelton

Columbia

Lackawanna

Luzerne

Wyoming

York

York

Puerto Rico

San Juan-CaguasArecibo

(Municipio)

Aguas Buenas

Arecibo

Barceloneta

Bayamon

Caguas

Camuy

Canovanas

Carolina

Catano

Cayey

Ceiba

Cidra

Comerio

Corozal

Dorado
Fajardo

Florida

Guaynabo

Gurabo

Hatillo

Humacao

Juncas

Las Piedras

Loiza

Luquillo

Manati

Morovis

Naguabo

Naranjito

Rio Grande

San Juan

San Lorenzo

Toa Alta

Toa Baja

Trujillo Alto

Vega Alta

Vega Baja

Yabucoa

Rhode Island

New LondonNorwich, CT-RI

Washington (P)

Providence-Fall RiverWarwick, RI-MA

Bristol (P)

Kent (P)

Newport (P)

Providence (P)

Washington (P)

South

Carolina

Augusta-Aiken, 

GA-SC

Aiken

Edgefield

CharlestonNorth Charleston

Berkeley

Charleston

Dorchester

Charlotte-GastoniaRock Hill, NC-SC

York

Columbia

Lexington

Richland

GreenvilleSpartanburgAnderson

Anderson

Cherokee

Greenville

Pickens

Spartanburg

Tennessee

Chattanooga, TN-GA

Hamilton

Johnson CityKingsport-Bristol, TNVA

Carter

Hawkins

Sullivan

Unicoi

Washington

Knoxville

Anderson

Blount

Knox

Loudon

Sevier

Union

Memphis, TN-AR-MS

Fayette

Shelby

Tipton

Nashville

Cheatham

Davidson

Dickson

Robertson

Rutherford

Sumner

Williamson

Wilson

Texas

Austin-San Marcos

Bastrop

Caldwell

Hays

Travis

Williamson

Beaumont-Port Arthur

Hardin 

Jefferson

Orange

Corpus Christi

Nueces

San Patricio

Dallas-Fort Worth

Collin

Dallas

Denton

Ellis

Henderson

Hood

Hunt

Johnson

Kaufman

Parker

Rockwall

Tarrant

El Paso

El Paso

Houston-GalvestonBrazoria

Brazoria

Chambers

Fort Bend

Galveston

Harris

Liberty

Montgomery

Waller

Mcallen-EdinburgMission

Hidalgo

San Antonio

Bexar

Comal

Guadalupe

Wilson

Utah

Salt Lake City-Ogden

Davis

Salt Lake

Weber

Virginia

Johnson CityKingsport-Bristol,

TN-VA

Bristol City

Scott 

Washington

Norfolk-Virginia

Beach-Newport

News, VA-NC

Chesapeake City

Gloucester

Hampton City

Isle of Wight

James City

Mathews

Newport News City

Norfolk City

Poquoson City

Portsmouth City

Suffolk City

Virginia Beach City

Williamsburg City

York

Richmond-Petersburg

Charles City

Chesterfield

Colonial Heights City

Dinwiddie

Goochland

Hanover

Henrico

Hopewell City

New Kent 

Petersburg City

Powhatan

Prince George

Richmond City

WashingtonBaltimore, 

DC-MD-VA-WV

Alexandria City

Arlington

Clarke

Culpeper

Fairfax

Fairfax City

Falls Church City

Fauquier

Fredericksburg City

King George

Loudoun

Manassas City

Manassas Park City

Prince William

Spotsylvania

Stafford

Warren

Washington

Portland-Salem, 

OR-WA

Clark

Seattle-TacomaBremerton

Island

King

Kitsap

Pierce

Snohomish

Thurston

Spokane

Spokane

West Virginia

Charleston

Kanawha

Putnam

Huntington-Ashland,

WV-KY-OH

Cabell 

Wayne

WashingtonBaltimore, DC-MDVA-WV

Berkeley

Jefferson

Wisconsin

Appleton-OshkoshNeenah

Calumet

Outagamie

Winnebago

Chicago-GaryKenosha, IL-IN-WI

Kenosha

Duluth-Superior, 

MN-WI

Douglas

Madison

Dane

Milwaukee-Racine

Milwaukee

Ozaukee

Racine

Washington

Waukesha

Minneapolis-St. Paul,

MN-WI

Pierce

St. Croix

Metropolitan Statistical Areas Covered by EPAct

24 Taking an Alternative Route
Fueling the Future 25

Connecticut

Fairfield County

Bethel

Bridgeport

Brookfield

Danbury

Darien

Easton

Fairfield

Greenwich

Monroe

New Canaan

New Fairfield

Newtown

Norwalk

Redding

Ridgefield

Shelton

Sherman

Stamford

Stratford

Trumbull

Weston

Westport

Wilton

Hartford County

Avon

Berlin

Bloomfield

Bristol

Burlington

Canton

East Granby

East Hartford

East Windsor

Enfield

Farmington

Glastonbury

Granby

Hartford

Manchester

Marlborough

New Britain

Newington

Plainville

Rocky Hill

Simsbury

South Windsor

Southington

Suffield

West Hartford

Wethersfield

Windsor

Windsor Locks

Litchfield County

Barkhamsted

Bethlehem

Bridgewater

Harwinton

New Hartford

New Milford

Plymouth

Roxbury

Thomaston

Washington

Watertown

Winchester

Woodbury

Middlesex County

Clinton

Cromwell

Durham

East Haddam

East Hampton

Haddam

Killingworth

Middlefield

Middletown

Old Saybrook

Portland

New Haven County

Ansonia

Beacon Falls

Bethany

Branford

Cheshire

Derby

East Haven

Guilford

Hamden

Madison

Meriden

Middlebury

Milford

Naugatuck

New Haven

North Branford

North Haven

Orange

Oxford

Prospect

Seymour

Southbury

Wallingford

Waterbury

West Haven

Wolcott

Woodbridge

New London County

Bozrah

Colchester

East Lyme

Franklin

Griswold

Groton

Lebanon

Ledyard

Lisbon

Montville

New London

North Stonington

Norwich

Old Lyme

Preston

Salem

Sprague

Stonington

Waterford

Tolland County

Andover

Bolton

Columbia

Coventry

Ellington

Hebron

Mansfield

Somers

Stafford

Tolland

Vernon

Willington

Windham County

Ashford

Canterbury

Chaplin

Plainfield

Thompson

Windham

Massachusetts

Bristol County

Acushnet

Attleboro

Berkley

Dartmouth

Dighton

Easton

Fairhaven

Fall River

Freetown

Mansfield

New Bedford

North Attleborough

Norton

Raynham

Rehoboth

Seekonk

Somerset

Swansea

Taunton

Westport

Essex County

Amesbury

Andover

Beverly

Boxford

Danvers

Essex

Georgetown

Gloucester

Groveland

Hamilton

Haverhill

Ipswich

Lawrence

Lynn

Lynnfield

Manchester

Marblehead

Merrimac

Methuen

Middleton

Nahant

Newbury

Newburyport

North Andover

Peabody

Rockport

Rowley

Salem

Salisbury

Saugus

Swampscott

Topsfield

Wenham

West Newbury

Franklin County

Sunderland

Hampden County

Agawam

Chicopee

East Longmeadow

Hampden

Holyoke

Longmeadow

Ludlow

Monson

Montgomery

Palmer

Russell

Southwick

Springfield

West Springfield

Westfield

Wilbraham

Hampshire County

Amherst

Belchertown

Easthampton

Granby

Hadley

Hatfield

Huntington

Northampton

South Hadley

Southampton

Ware

Williamsburg

Middlesex County

Acton

Arlington

Ashby

Ashland

Ayer

Bedford

Belmont

Billerica

Boxborough

Burlington

Cambridge

Carlisle

Chelmsford

Concord

Dracut

Dunstable

Everett

Framingham

Groton

Holliston

Hopkinton

Hudson

Lexington

Lincoln

Littleton

Lowell

Malden

Marlborough

Maynard

Medford

Melrose

Natick

Newton

Appendix: Cities in Partial Counties 
Appendix: Cities in Partial Counties 

North Reading

Pepperell

Reading

Sherborn

Shirley

Somerville

Stoneham

Stow

Sudbury

Tewksbury

Townsend

Tyngsborough

Wakefield

Waltham

Watertown

Wayland

Westford

Weston

Wilmington

Winchester

Woburn

Norfolk County

Avon

Bellingham

Braintree

Brookline

Canton

Cohasset

Dedham

Dover

Foxborough

Franklin

Holbrook

Medfield

Medway

Millis

Milton

Needham

Norfolk

Norwood

Plainville

Quincy

Randolph

Sharon

Stoughton

Walpole

Wellesley

Westwood

Weymouth

Wrentham

Plymouth County

Abington

Bridgewater

Brockton

Carver

Duxbury

East Bridgewater

Halifax

Hanover

Hanson

Hingham

Hull

Kingston

Lakeville

Marion

Marshfield

Mattapoisett

Middleborough

Norwell

Pembroke

Plymouth

Plympton

Rochester

Rockland

Scituate

Wareham

West Bridgewater

Whitman

Suffolk County

Chelsea

Revere

Winthrop

Worcester County

Ashburnham

Auburn

Barre

Berlin

Blackstone

Bolton

Boylston

Brookfield

Charlton

Clinton

Douglas

Dudley

East Brookfield

Fitchburg

Gardner

Grafton

Harvard

Holden

Hopedale

Lancaster

Leicester

Leominster

Lunenburg

Mendon

Milford

Millbury

Millville

North Brookfield

Northborough

Northbridge

Oakham

Oxford

Paxton

Princeton

Rutland

Shrewsbury

Southborough

Southbridge

Spencer

Sterling

Sturbridge

Sutton

Templeton

Upton

Uxbridge

Webster

West Boylston

West Brookfield

Westborough

Westminster

Winchendon

Worcester

Maine

York County

Berwick

Eliot

Kittery

South Berwick

York

New

Hampshire

Hillsborough County

Amherst

Bedford

Brookline

Goffstown

Greenville

Hollis

Hudson

Litchfield

Manchester

Mason

Merrimack

Milford

Mont Vernon

Nashua

New Ipswich

Pelham

Weare

Wilton

Merrimack County

Allenstown

Hooksett

Rockingham County

Atkinson

Auburn

Brentwood

Candia

Chester

Danville

Derry

East Kingston

Epping

Exeter

Fremont

Greenland

Hampstead

Hampton

Hampton Falls

Kensington

Kingston

Londonderry

New Castle

Newfields

Newington

Newmarket

Newton

North Hampton

Plaistow

Portsmouth

Raymond

Rye

Salem

Sandown

Seabrook

South Hampton

Stratham

Windham

Strafford County

Barrington

Dover

Durham

Farmington

Lee

Madbury

Milton

Rochester

Rollinsford

Somersworth

Rhode Island

Bristol County

Barrington

Bristol

Warren

Kent County

Coventry

East Greenwich

Warwick

West Greenwich

West Warwick

Newport County

Jamestown

Little Compton

Tiverton

Providence County

Burrillville

Central Falls

Cranston

Cumberland

East Providence

Foster

Glocester

Johnston

Lincoln

North Providence

North Smithfield

Pawtucket

Providence

Scituate

Smithfield

Woonsocket

Washington County

Charlestown

Exeter

Hopkinton

Narragansett

North Kingstown

Richmond

South Kingstown

Westerly

26 Taking an Alternative Route
The terms alternative fuel, non-petroleum fuel,

domestic fuel, and clean fuel are often used

interchangeably, as are clean fuel vehicle (CFV)

and alternative fuel vehicle (AFV). In this publication, these terms are defined in accordance

with the Energy Policy Act (EPAct) of 1992 and

the 1990 Clean Air Act Amendments (CAAA):

Alternative Fuel – as defined by EPAct, alternative

fuels are methanol, denatured ethanol, and other

alcohols; mixtures containing 85% or more by volume of methanol, denatured ethanol, and other

alcohols with gasoline or other fuels; natural gas;

liquefied petroleum gas; hydrogen; coal-derived liquid fuels; fuels (other than alcohol) derived from

biological material, such as pure biodiesel; and

electricity. "P-Series" fuels have recently been

added to this list.

Alternative Fuel Provider – a fuel provider (or

any affiliate or business unit under its control) is an 

alternative fuel provider if its principal business is

producing, storing, refining, processing, transporting,

distributing, importing, or selling (at wholesale or

retail) any alternative fuel (other than electricity), or

generating, transmitting, importing, or selling (at

wholesale or retail) electricity; or if that fuel provider

produces, imports, or produces and imports (in combination) an average of 50,000 barrels per day of

petroleum and 30% (a substantial portion) or more of

its gross annual revenues are derived from producing

alternative fuels. A fuel provider is not covered if it

transforms or consumes alternative fuels to make a

product that is not an alternative fuel.

Alternative Fuel Vehicle (AFV) – as defined by

EPAct, any dedicated or multi-fueled vehicle

designed to operate on at least one alternative fuel

(e.g., bi-fuel and flexible-fuel vehicles).

Bi-Fuel Vehicle – a vehicle with two separate

fuel systems designed to run either on an alternative fuel or on gasoline or diesel, but uses only one

fuel at a time. Bi-fuel vehicles are referred to as

"dual-fuel" vehicles in CAAA and EPAct.Clean Fuel

–any fuel or power source that is used to certify a

vehicle to the LEV, ILEV, ULEV, or ZEV standard.

Clean Fuel Vehicle (CFV) –a vehicle that is certified to the LEV, ILEV, ULEV, or ZEV standard and

operates with one or more clean fuels on which the

vehicle was certified.

Consolidated Metropolitan Statistical Area

(CMSA) – an urban center and surrounding areas,

as currently defined by the U.S. Bureau of the

Census, with a population greater than 250,000.

Converted or Conversion Vehicle – a vehicle

designed to operate on gasoline or diesel that has

been modified or altered to run on an alternative

fuel.

Dedicated Vehicle – a vehicle that operates solely on one fuel. Generally, a dedicated vehicle has

superior emissions and performance because its

design has been optimized for single fuel operation. 

Domestic Fuel – as defined by EPAct, Section 301,

fuel that is derived from resources within the

United States, its possessions and commonwealths,

and Canada and Mexico (the two nations currently

in a free trade agreement with the United States).

Dual-Fuel Vehicle (CAAA definition) – a vehicle

with two separate fuel systems, designed to run

either on an alternative fuel or on gasoline or

diesel, but using only one fuel at a time.

Dual-Fuel Vehicle (EPAct definition) – a vehicle

designed to operate on a combination of an alternative fuel and a conventional fuel. This includes both

vehicles using a mixture of gasoline or diesel and an

alternative fuel (usually ethanol or methanol) in one

fuel tank, commonly called flexible-fuel vehicles; and

vehicles capable of operating on either an alternative

fuel (usually compressed natural gas or propane), or

a conventional fuel, using two separate fuel systems;

these are commonly called bi-fuel vehicles.

Flexible-Fuel Vehicle (FFV) – a vehicle with a

single tank, powered by any mixture of gasoline and

either ethanol or methanol.

GVWR - Gross vehicle weight rating.

OEM – original equipment manufacturer.

P-Series Fuels – fuels designed by the Pure Fuel

Corporation to run in E85/gasoline flexible-fuel vehicles; recently designated as alternative fuels by DOE.

Petroleum Fuel – gasoline and diesel fuel.

Ultra-Low-Emission Vehicle (ULEV) – a vehicle

that produces lower levels of exhaust emissions

than an LEV. ULEV credits can also be banked 

within the CMSA.

Vehicle Emission Standards – ratings such as

Low-Emission Vehicle (LEV), Zero Emission Vehicle

(ZEV), etc. See chart below. Generally, such designations clarify vehicles in terms of maximum emissions

of exhaust gases such as CO, HC, and NOx. Since

LEV was first defined in federal Clean Air legislation,

several variations have been added to both by EPA

and the California Air Resources Board.

Vehicle Weight Definitions – in trucks, ratings

such as Light-Duty Truck (LDT), Medium-Duty

Vehicle (MDV), etc. See chart left. Generally, a 

vehicle classification system based on Gross

Vehicle Weight Rating. Such definitions are used

extensively in fuel-related laws and regulations

both at the federal and state level. The Motor

Vehicle Manufacturers Association uses its own

classification system independently. Aside from

trucks, automobiles under 8,500 GVWR are classified

as Light-Duty Vehicles.

VEHICLE WEIGHT DEFINITIONS (TRUCKS)

GVWR Range MVMA* EPA** CARB*** Example

Class Class Class

0-6,000 1 LDT1 Light Duty Truck Compact pickup, minivan, van, jeep, 4wd

6,001-8,500 LDT2 Full-size pickup, full-size van

8,501-10,000 2 Large pickup, large van

10,001-14,000 3 LHDV Medium Duty Vehicle Shuttle bus, motor home, tow truck

14,001-16,000 4 Small 2-axle truck

16,001-20,000 5 Step van

20,001-26,000 6 School bus

26,001-33,000 7 MHDV Medium Heavy Duty Vehicle Transit bus, full-size two axle truck

33,001-46,000 8a Three-axle truck

46,001-up 8b HHDV Heavy Heavy Duty Vehicle Semi-trailer, double-trailer rigs

* Motor Vehicle Manufacturers Association

** U.S. Environmental Protection Agency

*** California Air Resources Board

VEHICLE EMISSION STANDARDS

Abbr. Designation CARB US EPA Notes

AT-PZEV Advanced Technology Partial Zero Emission Vehicle X More stringent than CARB’s PZEV; cleaner through engine’s “full cycle”

ILEV Inherently Low Emission Vehicle X Voluntary federal standard; usually met by dedicated AFVs including dual-fuel

LEV Low Emission Vehicle X X Least stringent of all such standards; defined separately by EPA and CARB 

NLEV National Low Emission Vehicle X Voluntary; applies to manufacturers’ overall sales, not individual cars 

PZEV Partial Zero Emission Vehicle X Allows manufacturers to meet ZEV rules partly with non-electric vehicles

SULEV Super Ultra-low Emission Vehicle X CARB designation only; more stringent than ULEV standards

TIER 1 X Current minimum federal emission standard

TLEV Transitional Low Emission Vehicle X Voluntary standard that applied only to 1997 model year

ULEV Ultra-low Emission Vehicle X X More stringent than LEV; earns credits both for buyers and manufacturers

ZEV Zero Emission Vehicle X X Usually applies to electric vehicles, future fuel cell cars may qualify

Glossary of Terms 

Fueling the Future 27
The U.S. Department of Energy (DOE) has developed a

Web-based guide to help take the guesswork out of

acquiring AFVs. The AFV Fleet Buyer’s Guide will enable

fleet managers, or anyone interested in AFVs, to walk

through a step-by-step process that will help them

make informed AFV purchase decisions.

This guide will help you determine whether EPAct applies

to your fleet, and if so, how you can comply with the

requirements. It also includes a comprehensive listing

of available AFVs, dealers, refueling and recharging

sites, industry contacts, incentives, and more.

www.fleets.doe.gov

Disclaimer

This document highlights work sponsored by agencies of the United States Government. Neither the United States Government nor any agency

thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or reponsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that it would not infringe privately owned rights.

Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government.
Sponsored by the U.S. Department of Energy 

Energy Efficiency and Renewable Energy Office of Transportation Technologies 

with technical support from the U.S. Environmental Protection Agency

Prepared by the National Renewable Energy Laboratory (NREL) 

NREL is a U.S. Department of Energy National Laboratory 

Operated by Midwest Research Institute • Battelle • Bechtel

DOE/GO-102001-0753

April 2001

Printed with a renewable-source ink on paper containing at least 

50% wastepaper, including 20% postconsumer waste

T OF ENERGY

DEPARTMEN

U

E

NITED STAT S OFA

ERICA

M