Attention stakeholders: IT IS TIME TO TAKE THE ANNUAL REPORT!

Due: Friday February 24, 2012

We need your help in answering questions about your stations and fleets. This data will be compiled into a report which we will provide back to YOU. This data gathering and sharing is significant to find out how you, your fleet, and the other fleets in the New York City & Lower Hudson Valley region are reducing emissions and spending less money on foreign oil.

To try to make the process easier, we have created an online survey for stakeholders to take.

PLEASE CLICK HERE TO TAKE THE ONLINE SURVEY

If you prefer to fill out your information like in year’s past,

PLEASE CLICK HERE TO FILL OUT THE DATA IN AN EXCEL SPREADSHEET

All survey information is due back to NYCLHVCC by Friday, February 24, 2012.

Thank you for your help!

By Roberta Rampton

WASHINGTON | Tue Sep 27, 2011 8:33am EDT

(Reuters) – The Energy Department wants to devote more of its $3 billion research budget to get more electric vehicles on the road, astrategy it sees as making the biggest difference in reducing oil imports and cutting pollution.

Energy Secretary Steven Chu is due to unveil the results of a major review of research spending on Tuesday, one that could shift research dollars away from clean electricity and biofuels toward electric vehicles and modernizing the power grid.

The first-ever “Quadrennial Technology Review” prioritizes research that can be commercialized within 10 years, and research that could make a substantial dent in oil use and greenhouse gas production in the next two decades.

“The stakes are high for our country, and I am optimistic that we can still lead the world in technological innovation,” Chu, a Nobel-winning physicist, said in an introduction to the 168-page report.

Chu, who ran one of the Energy Department’s national laboratories before his appointment, has come under scrutiny for his “clean energy” advocacy after a failed government investment in a solar company that filed for bankruptcy.

The review does not address loan guarantees that the Energy Department uses to help private-sector companies sell clean energy technology — a program that was worth $180 million in fiscal 2011 and which ends on Friday.

The review said the Department of Energy needs to make sure it does not get too far ahead of the private sector in its research spending, which totaled $3 billion in fiscal 2011.

“Currently DOE focuses too much effort on researching technologies that are multiple generations away from practical use,” said the review, which gathered ideas from more than 600 people in industry, academia and government.

But the department will reserve up to 20 percent of its funding for “out-of-the-box” research that private sector companies shy away from, the review said.

DOE UNDERINVESTED IN TRANSPORT

In fiscal 2011, the Energy Department “underinvested” in transportation with only 26 percent of its spending geared to the research, the review said.

Only 9 percent of its research spending went to electric vehicles, and 4 percent to making vehicles more fuel efficient, with the remainder spent on alternative fuels.

The DOE will focus on technology that does not require new fuel-station infrastructure, and hone in on advanced biofuels for heavy-duty trucks rather than the “mature” ethanol industry, the review said.

Clean electricity accounted for 51 percent of the department’s spending, but the DOE in future will instead invest a greater proportion of its budget on projects that help modernize the aging power grid, and make buildings and factories more energy efficient, the review said.

The department will continue to fund carbon capture and storage research because its fits with existing power infrastructure, and will focus on engineering support for licensing a new type of nuclear reactor known as the small modular reactor.

“The Department will give priority to research on technologies that can be operated economically with low water consumption, including solar photovoltaic and wind,” the review said.

The review is designed to provide longer-term planning for budgets, which must go through annual negotiations between the executive branch and Congress, and is modeled on similar efforts by the Defense Department.

Chu and top Energy Department officials led the review, and are using its results to guide its planning for fiscal 2013 — a budget proposal that will be released early in 2012.

(Reporting by Roberta Rampton; editing by Anthony Boadle)

Question of the Month: What are the top 10 resources for reliable and unbiased information about alternative fuels, advanced vehicles, and other petroleum reduction strategies?

Answer:

1. Alternative Fuels & Advanced Vehicles Data Center (AFDC): http://www.afdc.energy.gov/afdc/

The AFDC is a comprehensive clearinghouse of data, publications, tools, and information related to alternative fuels, advanced vehicles, idle reduction, fuel economy, and other petroleum reduction strategies. The AFDC Tools page (http://www.afdc.energy.gov/afdc/applications.html) is a one-stop-shop for links to tools, database searches, calculators, and interactive maps available through the AFDC, including the Alternative Fueling Station Locator, Vehicle Searches, Incentives and Laws Search, and Publications Search.

2. Clean Cities: http://www.cleancities.energy.gov/

The national Clean Cities website includes links to relevant news, events, and publications; program and coalition contacts; financial opportunities; and Coordinator Toolbox resources.

3. Fueleconomy.gov: http://www.fueleconomy.gov/

Fueleconomy.gov allows users to search for fuel economy information for light-duty vehicle models through the Find and Compare Cars tool. In addition, the website includes a search tool for cars that don’t use gasoline, verified gas mileage tips, and the Your MPG fuel economy tracking tool.

4. U.S. Energy Information Administration (EIA)’s Alternatives to Traditional Transportation Fuels: http://www.eia.gov/renewable/alternative_transport_vehicles/index.cfm

EIA collects, analyzes, and disseminates information about energy production and use in the United States. On an annual basis EIA publishes their Alternatives to Traditional Transportation report, which summarizes data on the number of alternative fuel vehicles supplied and in use, and the amount of alternative fuel consumed. Please note that the data published is generally two-years delayed; 2010 data will be available in the spring of 2012. EIA also publishes data on conventional fuel prices and production, as well as other topics of interest.

5. DOE’s Energy Policy Act (EPAct) Information

The following DOE websites provide information about EPAct regulatory activities:

a.    EPAct Transportation Regulatory Activities: http://www1.eere.energy.gov/vehiclesandfuels/epact/index.html

This website provides information on vehicle and fuel use requirements for state government and alternative fuel provider fleets, as well as the EPAct definition of an “alternative fuel.”

b.    Federal Fleet Management: http://www1.eere.energy.gov/femp/program/fedfleet_management.html

This website provides information about federal fleet requirements under EPAct and other regulations.

6. DOE National Laboratories

The DOE national labs perform research, implement programs, and publish documents related to alternative fuels and advanced vehicles. A full list of labs and technology centers is available on the DOE website: http://energy.gov/offices. The labs involved with Clean Cities include Argonne National Laboratory, Idaho National Laboratory, National Energy Technology Laboratory, and National Renewable Energy Laboratory.

7. Clean Cities Coalitions

Coalitions around the country are deploying alternative fuels and advanced vehicles, educating their stakeholders and the public, and engaging their communities. The coalition websites and coordinator contact information listed on DOE’s Clean Cities website (http://www.afdc.energy.gov/cleancities/coalitions/coalition_locations.php) are great resources for information and case studies. You may also reach out to the coordinator listserv with specific questions.

8. U.S. Environmental Protection Agency (EPA): http://www.epa.gov/

EPA administers a number of different programs aimed at reducing vehicle emissions. For example, the EPA website features information on the following:

a.    Alternative Fuel Conversion Regulations (including an Excel spreadsheet of EPA-compliant conversion systems): http://epa.gov/otaq/consumer/fuels/altfuels/altfuels.htm

b.    Renewable Fuels Standard: http://www.epa.gov/otaq/fuels/renewablefuels/index.htm

c.    Aftermarket Retrofit Device Evaluation “511” Program: http://www.epa.gov/otaq/consumer/reports.htm

9. Other Federal Government Agencies

Several other federal government agencies implement programs and regulations related to alternative fuels and advanced vehicles. These agencies include the U.S. Department of Transportation’s Federal Highway Administration and National Highway Traffic Safety Administration; U.S. Department of Agriculture; and U.S. Internal Revenue Service. The AFDC Incentives & Laws database provides information and links for additional information about federal incentives, laws, regulations, and programs by agency at the following website: http://www.afdc.energy.gov/afdc/laws/fed_summary/Agency.

10. State and Local Government Agencies

State and local government agencies are great resources for information about regulations and programs in your area. The National Association of State Energy Officials maintains a list of state and territory energy office websites and contacts (http://www.naseo.org/members/states/). Likewise, the EPA posts a list of state and territorial environmental agency websites (http://www.epa.gov/epahome/state.htm).  In addition, many state agency contacts are listed on the AFDC State Incentives and Laws website (http://www.afdc.energy.gov/afdc/laws/state).

Industry associations and nonprofit organizations can also provide useful information specific to certain fuel or technology types or issue areas. For example, NAFA Fleet Management Association (http://www.nafa.org/) and ICLEI – Local Governments for Sustainability (http://www.iclei.org/) can be helpful resources.

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735

September 8, 2011: The Department of Energy annouced last Thursday, that NYCLHVCC along with 15 other organizations won awards for the Clean Cities’ community readiness and planning for plug-in electric vehicles and charging infrastructure stations program. This $8.5M that has been dispursed among the organizations will lead the way to begin one-year projects that will help communities address their specific needs, which include updating permitting processes, revising codes, training municipal personnel, promoting public awareness, or developing incentives.

NYCLHVCC will focus on projects that will address infrastructure deployment plans for light duty vehicles in New York City, focusing primarily on parking lots located in both the central business district and key residential neighborhoods. It will also address solutions for regional travel to and from regional destination hubs.

Congratulations to our partner, NYSERDA, for being awarded a grant as well!

Click HERE to read the full press release

Question of the Month: What is the status of E15 implementation now that the U.S. Environmental Protection Agency (EPA) has granted the recent Clean Air Act (CAA) waivers?

Answer: In March 2009, EPA received a formal CAA waiver request from the ethanol industry to raise the allowable ethanol content in gasoline for conventional passenger vehicles from 10% (E10) to 15% (E15). In October 2010, after an extensive evaluation, EPA granted a partial waiver for the use of E15 in Model Year (MY) 2007 and newer light-duty vehicles. In January 2011, EPA granted a second partial waiver for the use of E15 in MY 2001 and newer light-duty vehicles.

So when will I see E15 at my local gas station?

The EPA waivers were just the first step in the process of bringing E15 to the market. State and federal agencies have begun to tackle the many additional issues that must be addressed. In the last two months, EPA has made the following announcements:

E15 Labeling and Other Requirements. On June 27, EPA finalized new requirements to help ensure that E15 is properly labeled and used once it enters the market. Specifically, this rule outlined a label that must appear on all E15 fueling pumps to alert customers that the fuel may only be used in certain vehicles. In addition, the rule officially prohibits misfueling MY 2000 and older conventional gasoline vehicles with E15 and sets other requirements for E15 producers, distributors, and sellers. For more information, refer to the final rule in the Federal Register: http://www.gpo.gov/fdsys/pkg/FR-2011-07-25/html/2011-16459.htm.

Underground Storage Tank Guidance. On July 5, EPA finalized guidance for owners and operators of underground storage tanks (USTs) containing ethanol blends greater than E10. The guidance will assist these entities in demonstrating compliance with federal regulations requiring USTs to be compatible with the fuel stored. For more information, refer to the final guidance in the Federal Register: http://www.gpo.gov/fdsys/pkg/FR-2011-07-05/html/2011-16738.htm.

What else must be done?

Before any fuel can be sold in the United States, manufacturers must register it with EPA’s Fuel and Fuel Additives program (http://www.epa.gov/otaq/fuels.htm). As of August 10, 2011, E15 had not yet been fully registered with EPA. Other federal regulations must also be addressed. In addition, state laws and regulations limiting sale of E15 must be amended before the fuel can be sold in certain states. These state provisions include ethanol blend cap restrictions, biofuels mandates, and technical fuel specification standards.

Supplemental Information and Resources

It will no doubt take time to update laws and regulations to allow the sale of E15, and address other barriers. An exact timeframe is not known. For more information on the EPA partial waivers and to stay up-to-date on new developments related to E15, please reference the following resources:

EPA’s E15 website: http://www.epa.gov/otaq/regs/fuels/additive/e15/

Alternative Fuels & Advanced Vehicles Data Center (AFDC)’s Technology Bulletin: E15 Approved for Use in 2001 and Newer Vehicles: http://www.afdc.energy.gov/afdc/technology_bulletin_1210.html

In addition, the U.S. Government Accountability (GAO) Office recently published a report, Biofuels: Challenges to the Transportation, Sale, and Use of Intermediate Ethanol Blends (http://www.gao.gov/new.items/d11513.pdf), which identifies three additional key challenges to the retail sale of E15 and other intermediate ethanol blends:

Compatibility. Intermediate ethanol blends may degrade or damage some materials used in existing UST systems and dispensing equipment, potentially causing leaks. Studies that test fuel storage and dispensing components and equipment are needed to fully understand the effects of intermediate ethanol blends.

Cost. New storage and dispensing equipment that is compatible with intermediate ethanol blends may be needed to sell the fuel at retail outlets. Currently, according to the GAO, the total cost of installing a compatible single-tank UST system and fuel dispenser is estimated to be more than $120,000. Costs will range widely depending on equipment replacement needs.

Liability. Many fuel retailers are concerned about potential liability issues if consumers misfuel their MY 2000 or older automobiles or non-road engines with E15. This issue was partially addressed by the recent E15 labeling rule, but concerns may still exist.

The GAO report identifies several ongoing EPA and U.S. Department of Energy studies that are addressing these and other challenges.

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735

Question of the Month: How do I navigate the terminology associated with aftermarket vehicle and engine conversions?

Answer: The conversion vocabulary can sometimes be difficult to understand, particularly because the terms are not always used consistently. Below is a glossary of terms related to alternative fuel and advanced vehicle and engine conversions, broken down into categories. Please note that this information is meant to be a general Clean Cities reference guide; other agencies and organizations may define these terms differently.

Aftermarket Conversion

• Aftermarket conversion – An aftermarket conversion is a vehicle or engine which is modified to allow it to operate using a different fuel or power source than the one for which it was originally designed and certified to use. An aftermarket conversion can also be referred to as a retrofit or an upfit.

Key Players

• Conversion manufacturer – An entity that produces and sells aftermarket conversion systems. A conversion manufacturer may have technicians that install the conversion system or may work with a qualified system retrofitter (QSR) to complete the installation.

• QSR – An entity that operates independently of, but works closely with, conversion manufacturers to perform aftermarket conversions. QSRs are also commonly referred to as upfitters or installers.

• Original equipment manufacturer (OEM) – An entity that produces new vehicles and engines “off the assembly line.” Some OEMs produce vehicles and engines that are prepped for conversions, meaning they include components that are compatible with certain alternative fuels.

Aftermarket Conversion Types

• Non-engine fuel type – Involves changes to the vehicle components (not including the powertrain) to enable the engine to operate on an alternative fuel, but does not involve significant changes to the vehicle’s OEM-certified engine.

• Rebuild – Involves modifying the original engine to be powered by a different fuel type.

• Repower – Involves replacing the existing engine with a new, rebuilt, or remanufactured engine powered by a different fuel type.

• Powertrain – Involves changes to the vehicle powertrain, and could involve installing an additional electric motor.

Resulting Vehicle Fuel Configuration

• Dedicated –Vehicles that operate exclusively on an alternative fuel.

• Bi-fuel and Dual-fuel – Vehicles that can operate on a combination of alternative and conventional fuel. The terms bi-fuel and dual-fuel are often used interchangeably and are defined differently by various agencies and organizations, but may include:

• Vehicles that operate on a blend of an alternative fuel and a conventional fuel stored in one fuel tank; commonly called flexible-fuel vehicles.

• Vehicles that operate on an alternative fuel or conventional fuel stored in separate tanks, using one fuel at a time.

• Vehicles that operate on an alternative fuel and use a conventional fuel for ignition assist. These vehicles automatically switch over completely to an alternative after the engine has warmed up.

For additional information about vehicle conversions, please refer to the recently updated Alternative Fuels & Advanced Vehicles Data Center Vehicle Conversions website (http://www.afdc.energy.gov/afdc/vehicles/conversions.html).

In addition, the National Renewable Energy Laboratory will be publishing A Fleet Manager’s Guide to Understanding Alternative Fuel and Advanced Vehicle Aftermarket Conversions later this summer. More information coming soon!

Question of the Month: What are the factors that determine the price of gasoline?

Answer: Gasoline price increases tend to emphasize the need for increased fuel supply or reduced fuel demand through the use of fuel-efficient vehicles, alternative fuels, and other strategies that reduce petroleum consumption. The final price of a gallon of gasoline is a product of many factors that can be complicated and constantly changing, but it comes down to the concept of supply and demand.

Currently, the average price of regular gasoline in the United States, including all taxes, is $3.78/gallon, as compared to $2.40/gallon in October 2010. According to the U.S. Energy Information Administration (EIA, http://www.eia.gov/oog/info/gdu/gasdiesel.asp), the current cost of gasoline can be broken down into the following components:

• Crude oil price (as purchased by refiners): 69%

• Refining costs and profits: 16%
• Taxes (including federal and state): 10%
• Distribution and marketing costs and profits: 5%

Of these components, changes in the cost of crude oil have the greatest impact on gasoline prices. As crude oil prices increase, they become a larger percentage of the overall cost of gasoline at the pump. Between 2000 and 2008, the average retail price of gasoline was $2.06/gallon and crude oil prices only made up 51% of the overall price, as compared to the breakdown above.

Crude oil prices are affected by economic, environmental, and political factors. As with most finite resources, the economics of oil are driven by supply and demand. Oil suppliers price their products based on actual and expected demand for petroleum products relative to current and projected short- and long-term supply of oil. When supply is low and/or demand is high, gasoline prices tend to increase. When supply is high and/or demand is low, gasoline prices tend to decrease.

The demand for petroleum products is largely determined by the world economy. For instance, after the gasoline price spike in 2008, the economic situation led to a decline in global petroleum consumption and, therefore, a decrease in gasoline prices. Conversely, the recent rise in gasoline prices can be tied, in part, to the gradual improvement in the economy.

The global oil supply tends to be more difficult to predict. Environmental factors, such as weather events, can affect the supply of oil. For instance, hurricanes in the Gulf of Mexico in the mid-2000s (e.g., Hurricane Katrina in 2005) shut down U.S. crude oil production and negatively affected refinery and pipeline operations, causing several spikes in oil and gasoline prices. In addition, global supply of oil can be affected by geopolitical issues. For example, the recent rise in gasoline prices can be partially attributed to political events outside our borders.

For additional information on gasoline prices, please refer to:

·         FuelEconomy.gov’s Frequently Asked Questions about Gas Prices – http://www.fueleconomy.gov/feg/gasprices/faq.shtml

·         EIA’s Frequently Asked Questions – http://www.eia.gov/tools/faqs/

o   What’s up (and down) with gasoline prices? – http://www.eia.gov/tools/faqs/faq.cfm?id=1&t=10

In addition, the following publications related to gasoline prices and Clean Cities portfolio items may be of interest:

·         Clean Cities Alternative Fuels Price Report – http://www.afdc.energy.gov/afdc/price_report.html

o   Compares alternative fuel prices to gasoline and diesel on an energy-equivalent basis.

·         Effects of Gasoline Prices on Driving Behavior and Vehicle Markets, Congressional Budget Office – http://www.cbo.gov/ftpdocs/88xx/doc8893/01-14-GasolinePrices.pdf

Fact Sheet: Gas Prices and Oil Consumption Would Increase Without Biofuels, U.S. Department of Energy – http://www.energy.gov/media/FactSheet__Biofuels_Lower_Gas_Prices.pdf

Flexible fuel pumps and E85 are the future of increased energy independence.

Through USDA’s Rural Energy For American Program (REAP), rural small businesses and agricultural producers now have access to grants and load guarantees for the installation of flexible fuel pumps.

Click here for more information

Question of the Month: What are the average greenhouse gas (GHG) emissions from all-electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs)? How do these emissions compare to conventional vehicles?

Answer: In addition to reducing petroleum consumption, EVs and PHEVs have the potential to reduce pollutant emissions, resulting in environmental and human health benefits. Vehicle emissions can be characterized as:

Upstream: Emissions from the production of the vehicle fuel (e.g., electricity).

Tailpipe: Emissions produced by a vehicle while operating.

Well-to-wheel: The combination of upstream and tailpipe emissions.

EV Emissions

EVs are often referred to as “zero emission vehicles,” meaning they do not emit any tailpipe emissions. Therefore, the well-to-wheel GHG emissions associated with EV operation are entirely dependent on the source that is used to produce the electricity that powers the vehicle. Emissions from electricity production depend on the efficiency of the power plant and the types of fuel sources used. Based on the U.S. average electricity production fuel mix, the GHG emissions are lower for an EV using electricity generated from power plants than a vehicle running on gasoline or diesel. If electricity is generated from nonpolluting, renewable sources, EVs have the potential to produce no well-to-wheel GHG emissions. On the other hand, EVs powered by electricity generated using coal have the potential to produce more well-to-wheel GHG emissions than gasoline vehicles, depending on the power source. To determine your region’s specific fuel mix, as well as the emissions rates of electricity based on your zip code, see the U.S Environmental Protection Agency’s Power Profiler (http://www.epa.gov/cleanenergy/energy-and-you/how-clean.html). While factors such as the time of day and season can affect which specific power plant (and fuel mix) provides the vehicle’s electricity, these average emissions rates help approximate the impact of these vehicles.

PHEV Emissions

PHEVs typically operate either in all-electric mode or using an internal combustion engine (ICE) and electric drivetrain in a manner similar to a hybrid electric vehicle (HEV). The emissions vary based on the percent of time that the vehicle is in each operating mode. When operating in all-electric mode, emissions are considered from the source that produced the electricity. When the vehicle’s ICE is running, both the upstream and tailpipe emissions must be taken into account. The tailpipe emissions will vary depending on vehicle efficiency.

The Alternative Fuels & Advanced Vehicle Data Center (AFDC) Compare Electricity Sources and Annual Vehicle Emissions tool (http://www.afdc.energy.gov/afdc/vehicles/electric_emissions.php) allows users to determine an estimate for annual well-to-wheel GHG emissions for an EV, PHEV, HEV, and conventional gasoline vehicle based on the electricity production fuel mix in their area.

In addition, Fueleconomy.gov and EPA’s Green Vehicle Guide (http://www.epa.gov/greenvehicles/Index.do) provide annual emissions estimates for individual vehicle models.

As always, please contact the TRS with other questions, or if you have suggestions for additional resources or a future Question of the Month.

Clean Cities Technical Response Service Team

technicalresponse@icfi.com

800-254-6735

As part of the Obama Administration’s efforts to reduce U.S. oil imports by one-third by 2025, Energy Secretary Steven Chu announced new steps underway at the Department of Energy (DOE) to accelerate the deployment of electric vehicles. This includes the availability of $5 million in new funding for community-based efforts to deploy electric vehicle (EV) infrastructure and charging stations. He also outlined a partnership with Google, Inc. and more than 80 EV stakeholders to help consumers find charging stations nationwide. Secretary Chu and Transportation Secretary Ray LaHood made the announcement on a conference call with Colorado Governor John Hickenlooper, Tucson Mayor Bob Walkup, and St. Paul Mayor Christopher Coleman – leaders of three of the nation’s nearly 100 Clean Cities Coalitions.

“The Department of Energy’s Clean Cities initiative is bringing together local governments and industry to demonstrate the benefits of advanced technology vehicles and help communities use less oil and gasoline to power their vehicles,” said Secretary Chu. “The initiatives announced today are just the latest steps in our broader efforts to reduce America’s dependence on oil, improve our energy security, and save families and businesses money.”

Under the $5 million in electric vehicle funding announced today, local governments and private companies will partner to apply for funding to help accelerate installation of electric vehicle charging stations and infrastructure. Communities will work to develop plans and strategies for EV deployment, update their EV permitting processes, develop incentive programs, or launch other local or regional initiatives that improve the experience of EV users and help bring these highly energy-efficient vehicles to the marketplace. More information on the Funding Opportunity Announcement, including application instructions and deadlines, is available at the FedConnect website under the title “DE-FOA-0000451 Clean Cities FY 2011 FOA.”

In a related effort, DOE’s National Renewable Energy Laboratory (NREL) is joining with Google, Inc. and various industry leaders to provide consumers with consistent, up-to-date information about the EV charging stations in communities nationwide. Drawing on Google Maps, this new collaboration will coordinate an online network of all U.S. charging stations and will serve as the primary data source for GPS and mapping services tracking electric vehicle charging locations. More information is available on the Alternative Fuels and Advanced Vehicles Data Center (AFDC) website.

The Clean Cities Program is a public-private partnership that brings together federal, state and local governments, the auto industry, private sector fleet operators, and community leaders to help communities make their vehicle fleets more energy efficient. Since its inception in 1993, Clean Cities Coalitions and its stakeholders have saved nearly 3 billion gallons of gasoline. The Clean Cities Program supports a broad portfolio of technologies, including alternative and renewable fuels, fuel economy measures, idle reduction technologies, and emerging technologies like electric vehicles. More information is available on the Clean Cities website.