But isn’t this the case for all car buyers?

Click here for more information.

The automaker is one of five companies working with the postal service to create an electric version of the classic Grumman LLV. Quantum Technologies Inc., Zap!, EDAG Inc., AC Propulsion and Auto Port Inc. will work with the USPS to test the feasibility of an electrified fleet.

Bright Automotive, working with AC Propulsion, will supply an electrified mail truck in July, when it will undergo testing in Washington D.C. for a full year.

Click here to read more.

• 2015 demand for EVs based on performance criteria ~2.3M
• Demand will drop further when cost criteria is applied. Hence EV will be a small niche in the near-term.
• Range anxiety is a serious impediment to the adoption of EVs. E-REVS and PHEVs will be overwhelmingly favored.
• Roadside Assistance and Telematics and LBS services are “a must have” feature for EVs. Must be provided standard.
• Development of a public charging infrastructure is critical -mitigates range anxiety, enable optimization of driving range, and reduce vehicle cost.
• Business models need to be reinvented – should maximizes revenue streams and provides value added services to reduce the cost burden on electric vehicle owners.
• A vehicle with a driving range of 100mi is unlikely to be seen by most Americans as their primary vehicle. A range of 150mi is more likely to merit that consideration.
• Vehicle manufacturers could consider offering BEV with a package of some free rental car days to position a BEV as a primary vehicle.

To learn more about this partnership and others, click here.

Read more: Avis to Offer Cars with Cords

Read more here.

Meeting Minutes 2/17/10

RMI intro and updates (15 minutes)
* EDTA recap – NPVI section, had lots of PGR partners involved – looking to link in with team and PGR data, rapid response plan proposed- more to come on the relationship soon

* Challenges with registration:
- RI couldn’t get vehicle registered given vehicle had 0 cylinders, no regular checklist for regular combustion engine vehicles
- Portland had some initial challenges – smog check – fined for no tailpipe – just a process, no certificate, not in our book that way
- work through with DMV every time
- Clipper Creek – happens on east coast – outsourced – no ability to make exception – conversions and 90s vehicles

* PGR readiness certification – possible publicizing of ratings

Read the study: Technology Improvement Pathways to Cost-Effective Vehicle Electrification.

Read more here.

Read more about Ford’s electric vehicle here.

This information follows the great news that SAE J1772 has finally been approved!

Read more here.

Read more here.

UL 2202: Standard for Electric Vehicle (EV) Charging System Equipment
This standard covers both on-board and off-board chargers, where a charger is a device that supplies charging current to a battery. The products may be used indoors or outdoors unless considered on-board, in which case they are considered outdoor use. These products include all charging levels, including Level 3.

UL 2231-1: Standard for Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits; Part 1: General Requirements
UL 2231-2: Standard for Personnel Protection Systems for Electric Vehicle (EV) Supply Circuits; Part 2: Particular Requirements for Protection Devices for Use In Charging Systems
These standards are used to cover the particular Personnel Protection System that is required by the National Electrical Code under Article 625 (paragraph 625.22).

UL 2251: Standard for Plugs, Receptacles, and Couplers for Electric Vehicles
This standard is used to cover the actual EV connector and EV inlet provided to connect a vehicle to the power source. If the parts on the vehicle side of the cable, they are considered to be connectors and inlets (the combination of which is a coupler), or if on the power source side of the cable, a receptacle and plug. These particular components are not intended for direct connection to a normal receptacle in the wall, and NEMA type receptacles are not included in the scope of this standard.

UL Subject 2580: Outline of Investigation for Batteries for Use In Electric Vehicles
This outline covers batteries for use in electric vehicles. Specifically, Nickel, Lithium Ion, Lithium Ion Polymer cells, cell modules, and battery packs, for use in EVs.

UL Subject 2594: Outline of Investigation for Electric Vehicle Supply Equipment
This outline covers supply equipment, which is defined as a device that delivers power to an on-board charger. These products include portable or stationary cord sets, charging stations, and power outlets. The differences in these products are as follows: EV cord sets consist of a power cord for connection to the typical NEMA receptacle in the owner’s garage, an electrical enclosure in the middle to house personnel protection components and other control type components, up to 25 feet of EV cable and the EV connector. This product may be transported from place to place (portable) or hung in a dedicated space for use in one location (stationary). Charging stations are products that are provided with a cable or a means to connect a cable, and the personnel protection equipment components required by the National Electrical Code are housed in the device. Power outlets are similar to charging stations, but they are not provided with personnel protection equipment, as they rely on the portable cord set to be brought to the charging location and the personnel protection is provided by the cord set.

UL 62: Standard for Flexible Cords and Cables
This standard is used to cover the cable types EV, EVJ, EVE, EVJE, EVT, and EVJT, which are the six cable types defined in the National Electrical Code as a suitable cable type for use with electric vehicles. See 625.17 of the National Electrical Code.

UL Subject 2733: Outline of Investigation for Surface Vehicle On Board Cable
This outline covers the cable and wiring harnesses used on board an EV for interconnection of the different components within the charging path.

UL Subject 2734: Outline of Investigation for Connectors for Use With On Board Electric Vehicle (EV) Charging Systems
This outline covers the actual connectors at the end of the cables covered under UL Subject 2733 above and these connectors are used to provide an electrical connection between the components in the charging path.

UL 1004-1: Standard for Rotating Electrical Machines: General Requirements
UL 1004-2: Standard for Impedance Protected Motors
UL 1004-3: Standard for Thermally Protected Motors
UL 1004-4: Standard for Electric Generators
UL 1004-5: Standard for Fire Pump Motors
UL 1004-6: Standard for Servo and Stepper Motors
UL 1004-7: Standard for Electronically Protected Motors
UL 1004-8: Standard for Inverter Duty Motors
This series of standards covers the motor construction, tests and protection means by combining the general requirements with the appropriate part of the series. Not all of these are relevant for EV’s, for example Fire Pump Motors does not apply, but i included all the titles for the sake of clarity so you would not wonder where the missing part numbers were. If you have a thermally protected motor, you would combine part 1 and part 3 together to cover the motor. These motors would be considered suitable for use on board a vehicle.

UL Subject 2735: Outline of Investigation for Utility Metering Equipment
This outline will cover the utility meter for smart grid applications.

This covers the standards currently in place. Please note, UL Subject 2733, UL Subject 2734 and UL Subject 2735 are not yet published, but will be soon as they are already in the process.

Abstract: This paper is concerned with batteries for use in plug-in electric vehicles.  These vehicles use batteries that store a significant amount (kWh) of energy and thus will offer the possibilities for second-use in utility related applications such as residential and commercial backup systems and solar and wind generation systems.  Cell test data are presented for the performance of lithium-ion batteries of several chemistries suitable for use in plug-in vehicles.  The energy density of cells using NiCo (nickelate) in the positive electrode have the highest energy density being in the range of 100-170 Wh/kg.  Cells using iron phosphate in the positive have energy density between 80-110 Wh/kg and those using lithium titanate oxide in the negative electrode can have energy density between 60-70 Wh/kg.  Tests were performed for charging rates between 1C and 6C.  The test results indicate that both iron phosphate and titanate oxide battery chemistries can be fast charged.   However, the fast charge capability of the titanate oxide chemistry is superior to that of the iron phosphate chemistry both with respect to temperature rise during charging and the Ah capacity retention for charging up to the maximum voltage without taper.

There are a number of possible second-use applications.  Some of these applications are closely linked to utility operations and others are connected to commercial and residential end-users. Since the energy storage and power requirements for the end-user applications are comparable to those of the original vehicle applications and would require only minor reconfiguring of the packs, these applications are well suited for second-use.   The applications closely related to utility operations do not seem well suited for second-use.  Those applications require MW power and MWh of energy storage which are orders of magnitude larger than that of the vehicle applications.  The primary barrier to implementation of the second-use is demonstrating the economic viability of the reuse of the batteries in terms of the cost of the batteries to the second owners and a guarantee that the used batteries would have satisfactory calendar and cycle life.

Abstract: The technical and economic feasibility of applying used electric vehicle (EV) batteries in stationary applications was evaluated in this study.  In addition to identifying possible barriers to EV battery reuse, steps needed to prepare the used EV batteries for a second application were also considered.  Costs of acquiring, testing, and reconfiguring the used EV batteries were estimated.  Eight potential stationary applications were identified and described in terms of power, energy, and duty cycle requirements.  Costs for assembly and operation of battery energy storage systems to meet the requirements of these stationary applications were also estimated by extrapolating available data on existing systems.  The calculated life cycle cost of a battery energy storage system designed for each application was then compared to the expected economic benefit to determine the economic feasibility.  Four of the eight applications were found to be at least possible candidates for economically viable reuse of EV batteries.  These were transmission support, light commercial load following, residential load following, and distributed node telecommunications backup power.  There were no major technical barriers found, however further study is recommended to better characterize the performance and life of used EV batteries before design and testing of prototype battery systems.

While most charging will likely be done at private (at home or private office parking) locations, public charging stations will play a critical role in a successful plug in vehicle ecosystem. As new innovations are introduced including faster charging stations or even battery swapping, public stations will become increasingly important.  PGR cities are among the first to purchase and install stations.  Below is the beginning of a list on how partner cities strategically deployed their charging stations.

Denver Area
Denver and the local Clean Cities Coalition identified 100 sites as good locations for charging stations as part of a grant proposal.

Selection process:
1) We only considered off-street parking, and only parking lots/structures that are own/controlled by the City—we decided that we wanted to start as simple as possible, so initially we’re focusing sites that were easy to look after and didn’t involve any private partners (not that we would discourage installations on private lots—I think we have two hotels in the area that offer EV parking spaces).   This wasn’t too difficult, as we own a lot of public facilities and parking lots, so we don’t have any shortage of good sites to keep us busy.

2) Some of the sites identified were fleet-only (the main areas where our City vehicles park).  For the public locations, we went through our list of parking lots/structures, and winnowed the list:

3) Major venues with a lot of parking where people park for long periods (and/or offer monthly parking)—cultural complex, Perfoming arts complex, zoo, central/lower downtown public parking, etc.

4) Then we worked with our Library and Parks and Rec Dept and went through the list of libraries and parks/rec centers to select the best potentials based on:

a) Enough parking to reserve a space or two if we decided to make them EV-only at some point (our Libraries and rec centers are pretty popular, so often have full lots—initially we would probably start with “leave this space for EVs unless no other space is available” until there was reasonable demand).

b) Geographically distributed in as many neighborhoods/City council districts as possible.

c) Tried to find sites that had could be conveniently be used by City Fleet vehicles (areas park maintenance might park, or very close do other City gov offices) so that we could get double duty out of them.

d) Site that were near other private attractions—libraries that were situated in popular shopping/dinning districts.

e) Also took into consideration the Library and Rec folks’ general knowledge of where made sense—ruling out areas with vandalism issues, sites with typical customers that would be more-likely early-adopters (like lots of young professionals).

f) availability of power on the existing panels in the parking structures (although we focused on Level I charging stations as they are the least expensive and still provide access and visibility)

g) the electricity price schedule for each facility—out utility has a flat $/kWh charge for lower-consuming sites, but at larger sites it is combo of  a small $/kWh charge plus a high $/peak-kW ( We want to be mind full that we don’t end up bumping a facility into the next rate structure or otherwise don’t adequately plan for potential increases in utility cost from a jump in demand charges from level 2 charging.  Obviously the strategy for managing cost would vary depending on the type of unit installed and the model of service provided to users and if there is flexibility in recovering costs if needed. )

The biggest piece of the effort was just talking to and getting buy in from all the different folks that manage these sites—not just several different departments, but most of the cultural facilities, airports, and the library operate basically as independent entities.  It is nice to have all the sites aware and “on board” so we are ready to move ahead as we are able without having to introduce everyone to the concept.

Blue is fleet only, red is public

WHAT: On February 2, Orlando Mayor Buddy Dyer, Orange County Mayor Richard Crotty, OUC–The Reliable One, Progress Energy and Nissan North America will announce plans to move Central Florida’s environmental agenda forward – by promoting electric vehicle transportation.

The City of Orlando with Nissan North America will launch the Zero Emission Mobility Project, an initiative to promote the development of electric-vehicle infrastructure and adoption of electric cars. Nissan will be the first automaker to mass-market all-electric vehicles, beginning with the Nissan LEAF.  Orlando is one of the first markets in the world where the Nissan LEAF will be available when it goes on sale later this year.

This project is further supported by the Get Ready Central Florida initiative – a coalition comprised of Orange County Government, the City of Orlando, OUC–The Reliable One, and Progress Energy—with the goal of expediting Central Florida’s progress in preparing the infrastructure for EV transportation.

VISUALS: Mayor Dyer and Mayor Crotty will test drive the Nissan LEAF, the industry’s first all-electric, zero-emission car designed for the mass market.

WHEN: Tuesday, February 2, 2010 at 1:30 p.m.

WHERE: Jefferson Street Parking Garage – Downtown Orlando, 62 W. Jefferson St. (Between Orange Ave. and Garland Ave.)

WHO: Orange County Mayor Richard Crotty, Orlando Mayor Buddy Dyer, Nissan North America, OUC–The Reliable One, Progress Energy

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Attendees on Call

Executive Summary

• RMI updates on recent developments
  • New partners, recent meetings, and website developments
• City updates on charging infrastructure installation, vehicle procurement, and utility integration
• Overview of freight electrification opportunities
• Questions for technical advisers including ADA compliance
• Next steps

RMI Update

• Discussing opportunities to work with EDTA as a resource for information
  • NPVI- new site as data aggregator
• Meeting with Electrification Coalition
  • Seeking feedback on PEV supporting legislation
• Meeting with Clinton Climate Initiative
  • Looking to share information and improve collaboration
• How can we benefit from the above potential relationships?

New Partnerships

• Underwriter Laboratories
  • Providing certifications for products within industry (whole scope of EVSE and standards developments)

City Updates

Denver

·       Potential for Toyota to put 15 plug-ins in Boulder. 10 in Denver. Portion will be given to homeowners to test how they will interact with and affect the grid

·       Go Smart Technologies (Denver start-up) manufacturing a residential charging unit. Models are coming off the line this month

·       QM – Drive Train – working with Coda Automotive. Bought $7.5 million facility to expand production

·       Denver is beginning to budget level 1 charge points across city. Many will be existing outlets but with signage to raise profile

·       As demand increases, sites may be upgraded to level 2

Rhode Island

·       Launching program Jan 20. Went through strategy process last summer, finalized in Sept

·       Reaching out to large organizations across state to encourage installation of charge points. Emphasis on workplace charging and free charging for employees

·       Planning to release list of leading companies before Memorial Day

·       Interested in EVSE, expediting permitting for charge spots

·       Working with National Grid

Houston

·       New Mayor is supporter of EVs

·       Working with major grocery chains and parking garages

·       Putting a plan together for 400 locations of level 3 stations

·       Nissan leaf is coming February 5^th

·       Deploying charging stations signs

·       48 hour turnover for charging station application and approval

·       Looking into establishing preferred, certified electricians for installation

Toronto

·       Mayor represented city and C-40 and EV network in Copenhagen

·       City of Toronto council passed Sustainability plan. – continue work on activities to facilitate uptake of EVs in corp. and govt fleets

·       Formally launched EV 300 initiative – aimed at getting 300 EVs on the road in Toronto by 2012. Working with multiple stakeholders

·       Create buyers club, bringing together public/private fleet managers. Peer to peer, technical support

·       Bringing together Province of Ontario, city of Toronto,  Toronto hydro fleets.

·       Looking at how EVs operate in fleets, real on the road numbers

·       Performing analyses – how weather affects performance of vehicle and battery

·       Toronto Hydro – v2g studies. Smart meters deployed with TOU pricing. Getting a good understanding of grid interaction

·       Province of Ontario is launching plug in incentive of $10,000  desire buyers club in place

working with public/private fleets to work on education
receiving excellent media attention.

Portland

·       EV Roadmap concept to assess current state and create plan to move forward

·       ETEC Nissan initiative moving forward

·       2010 action plan developing

·       Working with public opinion research firm. Public and political research.

-Have begun to track what citizens know and think about EVs.

-Very high enthusiasm but gaps between what people know and should know. Helpful knowledge for public information campaign

·       No performance measures yet, work in progress. Plan to have this in place, to track milestones

·       Concentrate efforts around broad applications of EVs. Previous attention has been given to 4-5 person vehicle. Pay more attention to bikes and trucks

·       evroadmap.com – proceedings from workshop. Willing to chat with anyone in PGR community

Indianapolis

·         Secured additional OEM partners Think and Smart. Think will begin North American production of their EV in Elkhart Indiana and contribute 50-100 vehicles to Project Plug-IN in Summer of 2010. Smart has selected Indianapolis as a launch market for their ForTwo EV and will provide 50 per-production vehicles to Project Plug-IN late Summer 2010.

·         Utility partners Duke Energy and Indianapolis Power & Light (IPL) hosted a workshop for the Indiana Utility Regulatory Commission regarding Project Plug-IN. Nissan, Smart, and RMI spoke at the workshop which focused on the utilities plans to provide charging infrastructure (approx 200-300 sites)for the Project Plug-IN demonstration as well as develop an ongoing pilot program to provide charging infrastructure to utility customers who purchase plug-in vehicles.

·         Project Plug-IN has added ITOCHU Corporation (Japan) as a corporate partner and they will provide battery management systems and DC to DC charging stations.  Additionally, Project Plug-IN will become a sister project to a similar pilot led by ITOCHU in Tskuba Japan involving Mazda, Tokyo Power and Electric Company, and others.

Raleigh

·        Have developed Permit Application Process for Electrical Vehicle Service Equipment (EVSE) Installation; Residential and Commercial

·        Working on Prequalifying Guidelines for Potential EVSE Locations

·        Raleigh is on the Nissan Leaf  Promotion Tour – January 29, 2010

·        Developing in-house training for electrical inspectors on potential installation scenarios

·        Developing  an Incentives Plan for Potential EVSE Locations

·        Developing a City Sustainable Mapping Program to include locations of EVSE

·        PGR Task Force meeting bi-weekly to discuss updates (task force to include City of Raleigh Sustainability, Inspections, Fleet Managers, City Planning; Advanced Energy and Progress Energy)

Freight Electrification Opportunities

·       Freight trucks use a lot of fuel and can save quite a bit of it with electric power systems.

·       Many technologies that make use of battery technology are currently available and market ready

·       Charging stations can benefit freight trucks in the same way as passenger vehicles with common infrastructure

Updates from Technical Advisers

San Diego Gas and Electric

·       Working with groups relative to permit situation – statistics about time that took to install. Southern Cal. Edison

·       San Diego is testing ground for infrastructure

·       Talking to electrical inspectors

·       One of aspects of ETEC is training program for inspectors

·       Chair person for clean cities coalition. and manager for SDG&E

·       ETEC will provide data before summary from DOE comes out

·       Looking for real time information.

·       Instituting rule making from California PUCub. Affects PG&E, SoCal Edison, SDG&E

·       Hands are tied on infrastructure until rules are put in place

·       Putting together experimental rates – see what consumer behavior is relative to different rate structures/ charging behavior

·       Real-time roll-out in tandem with Nissan rolllout

·       Meeting on Jan 22nd with all utilities, CARB, CEC, OEMs, Coulomb, Better Place

Questions for Tech Advisers

How is Houston managing charging station installations at multiple levels?

·       Most charging will be at home, as opposed to on the street. though there will be on the street. Chargers had some issues as they were chipped for Europe

·       Houston wants to be early adopters but not to be first in charging world. The 400 charging stations is a conceptual business plan

Trucking/Freight Question: is it feasible to make existing electric truck stations personal vehicle chargers?

·       It is likely feasible, but right now they are for trucking
ADA Compliance and Infrastructure Questions

·       BC Hydro – addressed compliance. Recommendations for parking stalls. Attached document

·       Have you done any work to site and identify locations for infrastructure? How do you locate?

·       Already have an installed infrastructure. Some people felt burned by EVs not coming true

·       What has changed from 10 years ago? Back then car makers were mandated to produce cars. Now they want to

·      London is partnering with grocery chain to test neighborhood deployment.

·       Success in Japan with convenience stores.

For the full press release, click here.

Read More:

Better Place adds $350 million toward its electric car goals.

Goodbye Miles Per Gallon, Hello Monthly Fuel Cost is the title of a new article by the leading vehicle research guide. As is noted in the article, various new technologies coming on board will dramatically alter the way we perceive the energy use of our vehicles.

For more information, click here.

Rhode Island is getting ready. With a goal of preparing for and welcoming 10,000 plug-in electric vehicles to Rhode Island by 2015, “PGR RI” is working hard to make purchasing electric vehicles a “one-stop shopping experience” for local drivers. With its high population density and small size, Rhode Island will become the New England proving ground for the electric vehicle.

By joining Denver, CO, Houston, TX, Indianapolis, IN, Portland, OR, and Toronto, Ontario, Rhode Island becomes the first Project Get Ready state and Providence the first community in the northeast to pioneer the adoption of efficient, low-carbon vehicles.

PGR RI is coordinating with its partnering utility National Grid to develop a plan for electrifying 2% of Rhode Island’s cars without significantly increasing peak grid load, and while simultaneously decreasing transportations costs and carbon emissions.

PGR RI has also enlisted Environment Northeast (ENE) as a partner. The non-profit organization has provided vital research and guidance for development of Rhode Island’s Low Carbon Fuel Standard. ENE will continue to inform the coalition’s efforts to integrate electric vehicles.

Project Get Ready RI includes representatives from the following organizations: Brown University, City of Providence, Conservation Law Foundation, DK Power, Environment Northeast, EleCar, EmPower CES, FleetMaster, National Grid, New England Institute of Technology, Ocean State Clean Cities, Providence Water Supply Board, Rhode Island Department of Environmental Management, Rhode Island State House of Representatives, Rhode Island Science and Technology Advisory Council, Save The Bay, University of Rhode Island Energy Center, and VCharge.

For more information, contact PGR RI Coordinator Al Dahlberg at albert_dahlberg@yahoo.com or 401-524-1151.

1/21/2010: PGR RI Press Release

1/11/2010: Push on for plug-ins on Rhode Island’s roads, Providence Business News (subscription required)

Environment Northeast’s Transportation initiatives

ENE Low Carbon Fuel Standard Primer (pdf)

Summary of Electric Drive and Alternative Fuel-Related Provisions(pdf)

Emissions Benefits of Plug-in Hybrid Electric Vehicles (pdf)

Plug-in America’s list of plug-ins in the pipeline Pretty much every car company in business has now come out with plans for a plug-in vehicle, and in many cases a totally electric vehicle.

Cost of ownership calculator The National PGR calculator that compares a variety of plug-in electric vehicles with standard internal combustion vehicles in terms of lifetime cost and carbon footprint.

The paper adds that, while many consumers will prefer extended range electric vehicles like the Volt, smaller neighborhood electric vehicles (NEV) may thrive as well. The logic behind this is that many early adopters will purchase EVs as second cars and use them for the specific purpose of commuting within these urban areas. Smaller cars will likely carry smaller batteries, meaning greater maneuverability in dense areas and a cheaper price tag.

The McKinsey study is an interesting look at the relationship electric vehicles will have with the urban environment. In many ways it reinforces PGR’s findings, but it also focuses primarily on the world’s largest cities-New York, Paris and Shanghai.

Project Get Ready, however, is finding opportunities for the EV in less dense cities, as well. Electric vehicles, we’ve found, could play an important role in cities that lack strong public transportation systems and whose working population largely resides outside the city.

Check out more information on the McKinsey and Co. study here and here.

Remember range anxiety, the fear that electric vehicles would leave drivers stranded on the road with a depleted battery?  Well, everyone’s favorite EV critique just got a bit less relevant. Yesterday, Coulomb Technologies and Aker Wade  announced plans for the worldwide deployment of level III charging stations. The deal will add substantial muscle to Coulomb’s ChargePoint network and  enable drivers to charge their cars in less than one hour.

Once again, innovative businesses are finding answers to supposedly impossible problems.

Time will tell, but one thing is for certain–leaders in the electric vehicle industry are not anticipating failure. Innovation will drive the future of battery technology far faster than a white paper.

For more information on Boston Consulting Group’s report, click here.

Study: Battery electric vehicles unlikely to be cost competitive

The arrival of Think further emphasizes Indiana’s leadership in the vehicle electrification industry. For more information on related work in the area, check out PGR’s Indianapolis page.

Wall Street Journal’s recent article on Think’s EV plans: Think Electric Car Will Be Built in Indiana

The City of London has announced an audacious plan to have 25,000 charging points throughout the city–essentially, a charging station within a mile of every citizen. These charge points will be found in public, residential and commercial zones.

London’s goal to take the lead in vehicle electrification is aggressive, to be sure. However, it is important to carefully weigh the case for each charging station. Their costs and use will likely vary from location to location. Moreover, added charging infrastructure is an important step to a plug-in ready city, but it is not a panacea.

Consumer demand is capable of changing swiftly. Visible charging infrastructure could send an important message to consumers that EVs are on the way. But if those charge points are poorly selected, idle and unused stations could send an equally negative message.

For more information, please refer to our Stakeholder Investment Guide for Public Electric-Vehicle Charging Infrastructure. Also, please see our page on Houston’s real costs of installation.

Download the pdf

For additional information, see CalCar’s Felix Kramer response. The Electrification Coalition also issued a response of their own.

The piece closes by stating the importance of a educated decision making, linking to PGR’s Total Cost of Ownership Calculator.

More information on these commitments can be found in our resources page, where we have added EEI’s full list of “Industry-Wide Plug-In Electric Vehicle Market Readiness Initiatives.”

Take a look.

Globe 2010 – Vancouver, Canada (March 24-26, 2010)

Matt Mattila will speak at the Auto FutureTech portion of this conference and discuss the role of municipalities in “Recharging Infrastructure.”

Past events featuring Project Get Ready

Alternative Fuels and Vehicles Conference and Expo – Orlando, FL (April 20, 2009)

Matt Mattila participated in the panel discussion, “Wheels in Motion: The promise of plug-in hybrid and extended range vehicles.”

Business of Plugging In – Detroit, MI (October 19, 2009)

Matt Mattila joined leaders in electrification for the ‘Infrastructure Track’ panel – “Plug-in Ready Cities”

E.V. Road Map-  Portland, OR (November 9, 2009)

Tripp Hyde and Matt Mattila both attended this discussion on Portland’s advances in vehicle electrification.

EUCI: Impact, Opportunities and Challenges for a Smart Grid – Denver CO (May 18, 2009)

Presentation by Matt Mattila: Smart Cars Need Smart Garages: Get Your Municipality Ready.

Electrifying Transportation – Raleigh, NC (May 27, 2009)

This conference, attended by Matt Mattila, covered advancements in vehicles, batteries, and the electric grid.

Request a speaker

Interested in having a representative of PGR at your event? Please direct all inquiries here.

For more information on the city’s efforts, check out our recent Gas 2.0 blog, Portland Oregon Works to Develop Best Practices for Electric Vehicle Adoption.

It’s an important point to make and one that pertains to all forms of transportation. Consumers can save money and energy by using the right tool for the right job.

Houston budgeted for the project by assuming $10,000 for the first station and then $1,000 for each additional station.

Please email Tripp Hyde to submit additional charging station installation cost data.

Read More: Mitsubishi Launches Smart Chargers for Apartments

Get the details here.

Check it out!

Read more here.

Check it out!

• Business of Plugging In – recap

• Response to Charging Infrastructure Paper
  • How to estimate infrastructure wiring costs? – talk to some installers and get your feedback
  • lots of hits, more evse companies reaching out , more city interest- talk about fast vs slow charging

• Portland meeting for infrastructure deployment
  • people, focus, sponsors, freight, and cons survey, and deployment

• Esource Webinar

• City Updates
  • Update to city rating and tracking

Questions for Tech Advisers

• Standards – similar Nissan and GM and Mitsubishi
  • Why is J1772 taking so long? What will change when it is approved?
  • Can we just use UL approval?
    • need to do both – UL does permitting – city officials and inspectors don’t need to do an engineering analysis
    • makes approval process easier
  • UL models need full evaluation of the system – if j1772 needs full compliant connector – January approval then connector manufacturer will tool up those components by Q2 of 2010 – then testing, some already starting
  • charging infrastructure is an issue – create cord sets for outlets – NEMA 1450 plug – RV parks for decades, NEC doesnt allow for advertising – plug for electric car – NEC looks at it, not from OEM viewpoint – early adopters are taking matters into their own hands with the 1450 plug
  • can charging companies compete with this? clipper creek $1k
  • safety of plugging in and out – how can u do this without the handshake of j1772 – J1772 required intelligent handshake for greater than 120V 15/20A

• What do our first responders need to know? – some discussion at biz of plugging in, programs in detroit in local areas, some of our cities are starting to look into it – evs in fleet like houston
• Still no signage standards
  • Federal Highway Administration (FHWA) is not helping, making it more difficult to create a standard sign

• Procurement
  • What can we do to attract vehicles – Mitsubishi and Nissan rollout and availability – call them
    • looking at success in japan – infrastructure, incentives, plan for education; want them to be successful
    • opportunity now to bring Japanese vehicles for demo program – good programs to educate decisions on how to launch successfully and how to site chargers – start this year to get some indication on success – OEM side needs to know now – works in Japan – but not the US…what does it take to be successful?
  • How can we avoid ICEing (ICE vehicles parking in EV spots)?
    • ticket tow early and often, no solution yet, vandalism a big issue, expensive and dont want to have lots of vandalism
  • OEMs are going to use the PGR city rating system to see what cities are most ready and then send cars there

• Alternative lease models; OEM plug-in financing plans – open, proprietary
  • Nissan- pricing first, studying all options, together, depends on regions, different options to different areas, want to go to mass market – we want to reach out to all, one of our challenges we hear is the ability to claim tax credit – can Nissan claim the credit and pass it on to them?
  • Where can we find updated lists of rollout plans for your vehicles by city – open to group – Mitsubishi
    • no announcement yet – no info online
  • Encouraging off peak charging
    • Critical peak pricing plans – most practical and easy – basic intelligence to encourage vehicle to charge at particular times, allow them to charge at specific times not AMI, but also have EV only rates or TOU rates – AMI will happen but this is the near term answer
  • Should cities install more Level 1 chargers or less Level 2 chargers?
    • recommend level 2 – level one fine for PHEV, but pure BEV, especially with long range, push level 2 everywhere
    • once they have EV they want level 2, level 1 not practical – can’t go very far – those who have studied issue want upgradeable units
    • level 2 the way to go
    • we found testing in japan – DC quick charge – can use this in garage and commute
    • valet quick charge in parking garage – one charger services 50 vehicles a night
      • eliminates icing – like a gas station – Tokyo area
    • cities don’t want to double dip and do 2 sign ups and roll outs – so do an upgradeable – start with level 1 and upgrade
  • What other events should we be aware of or encouraging?
  • biggest part is the team and you need team members – fleet managers are nuts and bolts – vs policy, get the central contact
  • business development departments have regular meetings to discuss – have a department that can track down the right people

Want to emblazon your ride with Ontario’s new “environmentally friendly vehicles” license plate? There are two hurdles you’ll have to jump. First, wait until next year when the plate actually becomes available on July 1. Second, you’ll need to get a car with a plug. According to the Toronto Star, the new green vehicle plates are for plug-in hybrids and battery-powered cars only.

Like the Clean Access stickers that were so popular in California, the special plates will allow the cars to drive in high occupancy vehicle highway lanes through 2015 no matter how many people are in the car. Drivers will also get to pull up to recharging facilities at GO Transit and some government-operated parking lots, and will be allowed to park in special spots at some Wal-Marts and at the University of Toronto. The provincial government is offering the benefits as a way to reach Ontario’s Electric Vehicle initiative goal of getting EVs to make up five percent of the fleet mix in Ontario by 2020.

Additionally Vancouver has made great strides to incorporate EV charging into its newest building codes. This includes specific guidelines for multi-family dwellings where 20% of parking stalls must have a charging receptacle and the electrical rooms must have enough space for the charging hardware required for 100% of these receptacles.

For any questions, contact Brian Beck at brian.beck@vancouver.ca. Also, be sure to check out http://www.vancouver.ca/sustainability.

Download the full Excel tool

Download the full Excel tool (alternate version for older versions of Excel)

Read the instructions

Also, be sure to read the full report.

Finally, have a look at Pacific Gas & Electric’s charging station information where their most recent report details EV installation, codes, and rate structure issues and solutions.

Download the full report or click through the pages below.

Access the Excel model that goes along with the report.

Table of Contents

Executive Summary: A Look at Charging Station Investment………………..3
List of Terms and Definitions………………..4
Summary of Costs and Benefits of Charging Stations………………..6
Analyzing Scenarios Using the Investment Tool………………..12
Exploration of Other Stakeholder Discussions………………..14
Concluding Thoughts………………..15
Appendix A: Menu of Hardware Options………………..17
Appendix B: Assumptions for Investment Tool Runs………………..21
Appendix C: Federal and State Incentives for Charge Station Investment………………..22
Contact Information………………..26

Calculator runs cost numbers for plug-in vehicles

Automakers this week are showing off all manner of fuel-efficient concept cars at the Frankfurt auto show in Germany. But, in general, the majority of people are reluctant to pay a big premium for the last green auto technology.

Think tank the Rocky Mountain Institute has launched an online calculator to figure what higher up-front cost brings you in terms of savings and environmental benefits. It’s part of the group’s Project Get Ready to prepare communities for plug-in electric vehicles.

The price premium of greener cars is an important issue as the auto industry readies many plug-ins designed for everyday use. These first-generation cars, such as the all-electric Nissan Leaf or Chevy Volt, will have a bigger price tag because they will carry a bigger–and pricier–battery than today’s hybrids. But owning an electric car “fueled” by electricity is typically going to be cheaper per mile than gasoline.

The calculator is structured so that you can compare the lifetime costs of two cars, giving you the ability to input a number of variables, such as cost of gas, lease versus buy, and how many miles you drive. It lets you take your best guess at gas prices–today it’s at $2.61 per gallon–and assumes electricity costs of 9 cents per kilowatt-hour, though these days that price is more like 11 cents per kilowatt-hour, according to the U.S. Energy Information Administration. Six years is the default number of years to own a car because it’s a national average.

Project GetReady’s calculator lets people configure variables and compare total cost of ownership for upcoming plug-in electric and hybrid vehicles.

(Credit: Screen capture by Martin LaMonica/CNET)

Running through a few examples shows upcoming electric cars are indeed cheaper to own, but more expensive upfront. Keep in mind that the calculator includes both available models as well as a number of cars, notably plug-in electrics, that are not yet available.

For example, the driver of a Chevy Volt, which runs on an electric motor and has a gasoline engine for distances longer than 40 miles, will spend almost $2,500 less on fuel than a hybrid Honda Insight over six years. Does that justify a sticker price that’s higher by more than $13,000 in your mind? Now you can decide.

The all-electric cars, such as the Nissan Leaf or the BYD e6, come off as most competitive when it comes to total cost of ownership. On the other hand, you’re limited in range to about 80 or 100 miles for these first-generation battery electric cars.

After 10 years, the driver of a Leaf saves $7,684 on fuel compared to a Nissan Altima, offsetting the $7,000 more you need to pay to purchase a Leaf. Play around with the calculator a little more and you see that $4 per gallon gas means that $7,000 premium is offset in a bit over 5 years.

It’s useful for comparing hybrids versus gasoline-only cars as well. The hybrid version of the Honda Civic saves you $1,616 over six years but costs $6,752 more. It’s cheaper to own right out of the gate when gas prices are around $6 per gallon, according to the calculator.

If you’re thinking about converting a Prius to a plug-in version, you’re going to pay for it. The calculator estimates it will cost $19,165 more and save just over $2,011 in fuel over 6 years. Meanwhile, a plug-in Ford Escape is cheaper to own than a hybrid Ford Escape after 10 years with today’s gas prices, and after 7 years if gas costs $3.50.

Cost isn’t everything to everybody, of course. With millions of hybrids sold already, people are clearly willing to pay more for better mileage for environmental or energy security reasons. This calculator has additional metrics on amounts of oil used and carbon dioxide equivalent emissions between two cars, which is handy.

On the whole, the calculator shows that a number of variables play into the buying equation–beyond things like brand, status, and a car’s looks. Even though many of the cars listed aren’t yet available and there are more comprehensive comparison sites, it’s a useful place to look.

The industry hasn’t decided on the best way to compare emerging technology to today’s gasoline cars–will it be miles per gallon equivalent, range, or cost per mile? As electric vehicles of various guises come to market, consumers will need to grapple with mileage claims that, most likely, will be tricky to sort through.

Is the federal subsidy of up to $7500 included in the price of the electric vehicles? Yes, you can turn this option off in the “Advanced Options.”

Why aren’t battery costs factored in? The next generation of lithium ion batteries will last up to 100,000 miles. We assume that battery maintenance will be the same (if not less) than maintenance for a regular ICE.

Where did the $47,000 price tag for the Prius plug-in come from? http://seekingalpha.com/article/147324-toyota-plans-to-mass-produce-plug-in-prius-in-2012

Don’t electric vehicles just push carbon emissions from the tailpipe to the power plants? Yes, a significant electric vehicle fleet will increase carbon emissions in some areas, but electric vehicles actually get “greener” as they age we the US brings more renewable energy online.

Why is the Ford Escape plug-in $34,140? We took the price of standard Ford Escape and added $15,000 (the price of a typical plug-in conversion).

Where did the Nissan Leaf’s $27,000 price tag come from? Nissan has not publicized the price of the Leaf but they are saying it will be priced similarly to other mid-level sedans. This could be anywhere from $20,000-30,000 and we chose $27,000.

Why don’t you include carbon emissions from the manufacturing of the vehicle as well? This is something we could potentially do, but the calculation is difficult and it’s not that significant. Less than 20% of a vehicle’s carbon emissions come from its production – the majority comes from vehicle operation.

Where can I find the price of electricity in my area? Check out the Department of Energy’s Energy Information Administration – http://www.eia.doe.gov/cneaf/electricity/epm/table5_6_a.html.

• “Interest Rate” refers to the amount of interest paid on car payments. “Discount Rate” reflects the time value of money for net present value calculations.
• Total Cost of Ownership (TCO) – includes car payments and the cost of fuel (gas, diesel and electricity). TCO does not include residual battery value or the additional cost of battery maintenance. Maintenance costs are not initially included in the incremental cost, but users may enter annual costs savings for one vehicle over another in the “Advanced Options” section. Reports have been published forecasting lower maintenance costs for electric vehicles.[1]
• All Battery Electric Vehicles are assumed to drive all of the annual miles driven as determined by the user (BEVs have no internal combustion engine). This means that for the purposes of this calculator, users are charging their vehicle as many times as necessary to complete the annual vehicle miles driven.
• Base level MSRPs have been used for all vehicles that are currently available to the mass market. Some vehicle prices are our best estimate. For example, the MSRP for the Nissan Leaf has not been publicly released but the Nissan press release said it would be priced similarly to other mid-level sedans. This could be anything from $20,000-30,000 and we chose $27,000. In the case of the Ford Escape plug-in, we took the MSRP for the hybrid Escape and added $15,000 (the cost of a typical plug-in conversion).
• Most of the Internal Combustion Engine vehicles were selected based on the Top Ten Best Selling Vehicles of 2008.[2] All MSRP and MPG figures for vehicles currently available on the market refer to 2008-year models. MSRP numbers come from http://www.cars.com and MPG numbers come ftom http://fueleconomy.gov. The Jetta TDI was included because of its ‘Green Car of the Year’ award by Green Car Journal. The list of plug-in vehicles included to date is by no means all-inclusive; RMI will work to include additional makes and models in the near future.
• RMI expects the cost of plug-in vehicles to come down significantly in the future with scale and advances in technology.

Generation Mix Assumed

In order to calculate the CO2 equivalent green house gas emissions relating to electricity use, the following generation mix was assumed:[4]

Multipliers of 25 and 298 were used for CH₄ and NO₂ emissions respectively.

CO2 equivalent green house gas emissions of Gasoline and Diesel use were calculated using the Argonne National Laboratory’s GREET figures:

Emissions from combustion of Gasoline (g CO₂eq/gal): 8,909

Well to Pump Emissions of Gasoline (g CO₂eq/gal): 1,800

Total[5] (g CO₂eq/gal): 10,709

Emissions from combustion of Diesel (g CO₂eq/gal): 9,802

Well to Pump Emissions of Diesel (g CO₂eq/gal): 1,653

Total[6] (g CO₂eq/gal): 11,455

Subsidies

Federal subsidy figures were calculated based on the kWh battery capacity of plug-in vehicles: $2500 + $417 x each kWh of battery capacity in excess of 4 kWh up to a maximum of $7500.

Car Payments

Car payments for each vehicle are made on an annual basis over 5 years.

Monthly lease payments are calculated as 1.5% of the MSRP.

Barrels of Oil Used

Vehicle barrels-of-oil use is estimated based on a vehicle’s use of gas and diesel. Oil used for the production of electricity is not considered.

Barrels of oil saved are calculated using the following formula:

= Gallon of Gas or Diesel used x (BTU per Gallon of Gas or Diesel / Well to Pump Efficiency of Gas or Diesel) / BTU per Barrel of Oil

Driving Profiles

The three driving profiles effectively weight PHEV annual fuel consumption and annual xEV electricity consumption. The consumptions are weighted by the percent charge sustaining and percent charge depleting. The first profile assumes 10% and 90%, the second assumes 40% and 60%, and the third assumes 80% and 20%.

[2] Top 10 Best Selling Vehicles of 2008 based on U.S. News Rankings & Reviews:

http://usnews.rankingsandreviews.com/cars-trucks/daily-news/090107-The-Ten-Best-Selling-Vehicles-of-2008/

[3] Taken from the ANL GREET 1.8.

[4] Taken from the ANL GREET 1.8. Sheet: Electric, Lines: 15-29.

[5] Calculation based on ANL. GREET 1.8. Sheet: Vehicles. Line: 46 and GREET 2.8. Sheet: TEC Results.

[6] Calculation based on ANL. GREET 1.8. Sheet: Petroleum, Line: 191.

From Green Car Congress on 9/8/09.

Pike Survey: 48% of US Consumers Interested in Purchasing a PHEV40

8 September 2009

Expressed interest in PHEV40 purchases. Click to enlarge.

According to a new survey from Pike Research, 48% of prospective US consumers would be “extremely” or “very” interested in purchasing a PHEV with a 40-mile range on a single charge (PHEV40), given electricity cost equivalent of $0.75 per gallon, home re-charging, additional charging stations being available around town, and assuming the price and other vehicle features were right.

Of those interested in purchasing a PHEV40, almost half (49%) said they would be willing to pay 5 or 10% more for a PHEV compared to the price of a standard gasoline vehicle; 17% expressed a willingness to pay between 20 and 50% more; just over one-third (34%) said they would not pay a premium at all—a PHEV would have to be the same price as a gasoline vehicle, or they would not purchase one.

Willingness to pay a premium for PHEV40s among those interested. Click to enlarge.

Among respondents willing to pay a premium price, the weighted average of that premium was 12% more than the cost of a standard vehicle.

Pike also asked those expressing lack of interest in a PHEV40 their reasons (multiple responses were accepted. The most common reason (45%) was that consumers wanted to wait until the technology is more proven in a few years; 33% said the 40-mile range was insufficient; 29% said they didn’t like the idea of plugging in and that it seemed like it would be too expensive; 28% questioned PHEV reliability; 25% questioned the quality of an electric vehicle.

Other key findings of the survey are as follows:

• 82% of respondents drive 40 miles or less per day, with an average daily driving distance of 27 miles.
• 85% of consumers stated that improved fuel efficiency would be an important factor when choosing their next vehicle.
• Approximately two-thirds of survey respondents expressed a willingness to pay a premium price for a PHEV, over and above the price of a standard gasoline vehicle. The average premium these consumers were willing to pay was 12% higher than a standard vehicle. The remaining one-third would only purchase a PHEV if it was the same price as a standard gasoline vehicle.
• Levels of interest in PHEVs were not dramatically different between demographic categories such as age, gender, income, and level of education. That said, younger consumers are somewhat more likely to demonstrate interest in PHEVs, as are people with higher levels of education.
• The “green consumer” behavioral group was significantly more interested in PHEVs than the average respondent in the survey. This group includes self-identified environmentalists and those who regularly purchase organic and environmentally-friendly consumer products.
• Among consumers interested in purchasing a PHEV, respondent interest levels were quite strong for upgrading to a residential fast charging outlet which would utilize the same amount of electricity but reduce charging times from five hours to one hour. However, willingness to pay for such fast charging outlets was limited. The great majority of respondents interested in fast charging were willing to pay $250 or less for this upgrade. Pike Research analysis indicates that the first generation of residential fast charging outlets will cost between $500 and $800.
• Access to workplace, private, and public electrical charging stations is an important priority for consumers interested in PHEVs. Workplace charging was the most important of these categories, with 79% of survey respondents stating that access at their place of employment would be a priority.

Pike Research’s report, “Electric Vehicle Consumer Survey”, analyzes results from a web-based survey of 1,041 US consumers. The report includes an analysis of consumer demand and willingness to pay for PHEVs and their associated vehicle charging infrastructure. Segmentation analysis includes an examination of demand within different demographic and behavioral groups.

Separately, Pike Research forecasts that PHEV programs will initially focus on the small car segment (80% of sales in 2015), followed closely by the small SUV segment (10% of sales by 2015). By 2015, Pike expects the United States to be the largest market for HEVs and PHEVs, selling 435,484 and 204,110 vehicles, respectively, followed closely by China with 371,198 and 190,125 vehicles.

Pike says that PHEVs are expected to be a subset of the HEV market. Consequently, Pike projects that it is probable that PHEVs will follow a similar sales curve initially, with worldwide sales exceeding half a million vehicles by 2015. Pike Research forecasts that there will be 1.7 million total PHEVs on the roads globally by 2015.

NEW YORK (CNNMoney.com) — The Volt may get 230 miles per gallon, and GM says it will cost only 40 cents to charge up the car from a regular household outlet. But guess what…it still might not be worth it to buy one.  The problem: You might not save enough on fuel costs to compensate for the likely higher sticker price.      (More at Volt vs Prius on CNN)

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How do other plug in vehicles compare with today’s most popular models with regard to cost, oil consumption, and emissions given your driving profile?  Test your own potential purchase on PGR’s Vehicle Cost Comparison Calculator

The cost of Plug-in Electric Vehicles (PEVs) has been touted as ‘the 800lb gorilla in the room’ when it comes to the viable adoption of this new technology. High estimated sticker prices come as a shock to consumers, but what does the total cost of owning a PEV look like? The PGR Calculator allows you to consider the purchase cost (including financing) and the fuel cost of a PEV compared to a Prius or a regular Internal Combustion Engine vehicle over a lifetime of fifteen years. Purchase price and fuel costs are two of the biggest cost drivers, but should be taken as only an estimate of the actual lifetime cost of a vehicle. Consumers should also consider driving habits, maintenance costs, insurance, resale value, and for PEVs- potential battery and charging infrastructure costs.

Charging Infrastructure in Short Supply

The Department of Energy is awarding billions of dollars to companies developing next-generation batteries that can power cars. But one crucial element is in short supply: stations where electric vehicles can recharge.

Though the Energy Department is spending $2.4 billion on developing technology for electric vehicles, very little is for the infrastructure needed to recharge vehicles once they are on the road.

Despite the government money, the industry’s chicken-and-the-egg dilemma remains: Demand for electric cars isn’t likely to take off unless there are convenient ways to recharge batteries. But utilities and service-station operators aren’t likely to spend money on such infrastructure until there are enough cars on the road to make the investment profitable.

“We need domestic supply of cars and batteries. That’s important,” said Ed Kjaer, director of electric transportation for Southern California Edison, a unit of Edison International in Rosemead, Calif. “But we also need to get the markets ready for these cars by creating the infrastructure. It’s not ready now and it’s a big concern.”

It isn’t clear what form recharging stations will take. People with garages will likely have it easiest, able to simply plug into a wall outlet. But apartment dwellers and people who park on the street will need extension cords or public recharging kiosks to obtain electricity. Utilities in California are offering discount rates for overnight recharging, but most customers lack the meters or other hardware needed to tell if electricity is going into a car or an appliance.

The biggest infrastructure grant, of $99.8 million, was awarded to Electric Transportation Engineering Corp., which will work with Nissan Corp. to develop 12,500 240-volt charging stations and 250 480-volt charging stations, the latter offering a fast-charge capability. As part of that demonstration project, 5,000 Nissan electric vehicles will be tested.

But Southern California Edison, a utility focused on electric transportation for decades, was disappointed that some programs proposed by Ford Motor Co. weren’t funded. That included a plan to establish charging stations in 15 urban markets, including about $10 million that would have enabled Edison to modernize about 3,000 charging stations it built in the 1990s but that became moribund when the first wave of electric cars faltered.

General Motors Co. and Ford received $30.5 million and $30 million, respectively, to develop, demonstrate and analyze hundreds of electric cars with help from utilities. Utilities and auto makers have been working for years on hardware and control systems to deftly handle recharging and billing. Both want sufficient charging stations to meet the initial demand and, later, they want systems in place to control battery charging so it makes the electric grid stronger, not weaker.

DTE Energy Inc., which owns Detroit Edison, is working with auto makers on systems to recharge batteries at night, after other big energy users shut down, freeing up electric capacity. What they don’t want is batteries that begin sucking up power when demand still is high.

Ideally, charging would ramp up as energy from wind turbines increases, a nighttime phenomenon in many regions. Detroit Edison, for example, plans to add 1,200 megawatts of renewable energy to its portfolio by 2015, and it is expected to consist mostly of wind turbines that would reach peak productivity overnight.

“It would be great if we could use wind power to recharge batteries,” said Haukur “Hawk” Asgeirsson, manager of power-systems technologies for DTE Energy.

Some DOE grant money also will help trucks run on electricity. Cascade Sierra Solutions is getting $22.2 million so it can develop 50 electricity-fueling stations for heavy-duty trucks, allowing them to turn off their engines and run on electricity while at rest stops. Thousands of trucks will get rebates of up to $6,250 to install the necessary conversion equipment.

Sandor Lau, development director for the clean-transportation-focused nonprofit group in Coburg, Ore., said his organization estimates the stations will save 35 million gallons of diesel fuel in 10 years. California has enacted rules prohibiting idling by trucks for periods longer than five minutes and other states are following.

Mr. Lau said the stations would charge about $1 an hour for electricity, saving truck drivers $2 to $3 an hour through fuel savings because idling trucks burn a gallon of fuel or more per hour.

Write to Rebecca Smith at rebecca.smith@wsj.com

Want to Plug In Your Hybrid? Join Project Get Ready!

Project Get Ready is a new initiative seeking to help the nation (and Canada!) make the shift away from fossil fuels. Under the project, coalitions in six cities are working with the Colorado-based Rocky Mountain Institute to develop plug-in vehicle infrastructure. What does that mean? It means government, industry, and citizen activists have teamed up to plan for charging stations, increase the availability and affordability of plug-in vehicles, and figure out the less-obvious details, like permits, necessary for the cars to be operable and practical in each city.

Indianapolis, Raleigh, and Portland were the first to sign on to the project, which has expanded to three other cities that came to RMI ready and willing to work. The idea is to expand beyond communities already concerned with the environment, and to make alternative fuel vehicles more practical for and accessible to the general population. As RMI’s Matt Mattila said, “We don’t want to be educating treehuggers.” Ok, fine, so Portland’s on the list. Predictable. But take heart: so is Indianapolis, Raleigh, Toronto, Denver—and Houston. Yes, the oil capital of the United States is helping its residents wean themselves off oil.

Project Get Ready in Your City?

RMI wants to expand the program to other cities, and will help out any municipality ready to put in the effort. The first step is to form a coalition, and then to design a five-year plan that maps out a city’s goals and how to achieve them. One member of the team should be willing to dedicate a full day once a week, and to take part in monthly strategy phone calls with RMI. Together, the coalition members and RMI figure out how the city can best address the major elements of Project Get Ready (PGR): vehicle acquisition, infrastructure planning, project structure and consumer adoption.

The project is not proprietary; all cities taking part agree to share their plans—successes and failures—with each other. As a city gets started, it can learn what challenges to expect and how other cities have managed to overcome them—such as how to plan for smart charging and create an appropriate framework for time of use in order to avoid maxing out the city’s power supply. Or, it can look to other cities to predict what obstacles it might face that would be unique to their city—finding a different model for public education, because people in Portland, for example, might be more willing than in other cities to go out of their way to participate in such a program.

The PGR teams have been working with all the big auto manufacturers, but also, excitingly, with new car companies as well, such as Bright Automotive and Tesla Motors, to improve the availability of cars on the market—that are practical and use electricity efficiently, and that are also affordable. (To learn more about how a hybrid plug-in works, watch John Lithgow explain them here.)

Visit the PGR website to learn more about planting the seeds for your city to enable and encourage the use of hybrid plug-in cars; there’s even tips for how to find funding. What city will be next? Get ready, get working, and it could be yours.

Helping cities prepare for electric cars

BOULDER, Colo.–When President Obama said that he wanted to put 1 million plug-in hybrid vehicles on the road by 2015, it sounded good to many people worried about the effects of fossil fuels.

But when you consider that there are currently about 230 million vehicles on the road in the United States alone, you realize that Obama’s goal amounts to less than one half of 1 percent–hardly what’s going to move the U.S. into a post-gas future.

Project Get Ready, an initiative of the Rocky Mountain Institute, is trying to help cities get ready for an electric-car future.

(Credit: Project Get Ready)

Still, to the people at Project Get Ready, an initiative of the Rocky Mountain Institute, anything that can jump-start a culture trajectory away from fossil fuels is a good thing. And that’s why Project Get Ready is starting to work with cities around the country to prepare them, their communities, utilities and merchants for a day when the electric car is not only a viable option but a significant piece of the transportation puzzle.

On Road Trip 2009, I stopped in Boulder to talk with Matt Mattila, one of the leaders of Project Get Ready. I wanted to hear whether he and his team really think that electric cars can become a dominant fixture on our roads and in our cities.

The answer? Not anytime soon, but if we all work together to prepare, it may well happen in the not too, too distant future. But it will take serious thought, cooperation among various constituencies, and a willingness to think long term.

Don’t make Chevy Volt a disaster
One of the most important goals has to be, Mattila argued, that electric-car ventures currently under way not fail before they can even get off the ground. That means that by the time a car like the much-heralded Chevy Volt starts to roll off production lines in a year or two, that there be enough of an infrastructure in place to handle them.

To Mattila, one major consideration is the thinking that’s going to go on in the board rooms of companies like General Motors and other car makers, which are going to look at the market and the cultural environment and say: We’re getting these new cars ready, so make sure there’s enough charging stations, easy-to-get permits, consumer education and fleet buy-in. The point? So that, “when Chevy hands its billion-dollar Volt off, it’s not going to be a big disaster because there’s nowhere to plug it in,” Mattila said.

That’s where Project Get Ready comes into play, he said. The idea is to work on spreading awareness of what it takes to have an infrastructure for electric cars so that enough cities around the country feel like it’s worth the effort to prepare for that future.

As well, it’s important to address the chicken-and-egg problem: If consumers don’t feel they have places to plug in their new electric cars, they won’t buy them. And if people won’t buy them, car makers won’t make them.

“These few years are critical,” Mattila said, “so focus on making (the coming launches) great, so that early adopters evangelize” electric cars and the experience of driving and maintaining them.

But, of course, there’s nowhere in the United States that is ready for this yet. So Project Get Ready considers its major task to try to identify the gap that exists in understanding what it takes, and bringing all the various players to the table: city planners, local coalitions, nonprofits and, last, but not least, big utilities.

“They have to be part of the (solution),” Mattila said of the utilities. “If thousands of cars are going to be plugged into their grid, they need to know who’s going to be plugged in, and at what rate.”

Most will plug in at home
One thing that the electric car has going for it, according to Mattila, is that 80 percent of the charging up that will be done will be done at home or at the office. Many people who own such cars will install a charging station at home, taking some of the burden off the public infrastructure.

“But what can we do to make people see that there are public charging stations” as well, said Mattila. “It’s getting people comfortable with seeing them out there” in public.

That’s not going to be possible, of course, unless cities, large merchants, and/or utility companies feel there is an economic incentive to make the substantial investment in widespread charging stations.

Today, however, there is a lot of public money available for such projects. Mattila said that as much as half of the costs of charging stations can be offset by government funding. As well, it’s a young market without a lot of competition, so some companies making charging stations are installing them for free to try to establish a market.

Others are following a cell phone business model and are installing the charging stations for free, but charging access fees for using them. And still others feel they will only make money by charging for the installation. The folks at Project Get Ready clearly see that merchants may have the most to gain by investing in the infrastructure.

“Our approach is to make a real business case,” Mattila said, “so that Gold’s Gym and UA Theaters (and such companies) have a real incentive to put them in on their own.”

The reason? So that cities don’t have to pay for everything.

At the same time, Mattila said that utility companies are looking at a huge windfall when it comes to electric cars and the power they will require. “There could be a huge opportunity for utilities,” he said, “to own the boxes and install them and say, ‘We can determine when you get energy…how much you get and how much you pay.”

The idea there, he added, is that the utilities can ensure that if people plug in during high-demand periods, they pay a premium.

Still, despite the potential economic advantages to utility companies, Mattila said that Project Get Ready’s research suggests that the most common models for electric-car infrastructure will be cities and large merchants paying for it.

“The Wal-Marts of the world (can do it to) fulfill the promise of being more green,” he said. To them, “it’s a drop in the bucket, so they view it as a loss leader to get people coming into the store to buy things.”

In that scenario, he added, you might someday see a charging station at every parking spot in a Wal-Mart lot.

More efficient and less expensive
When the Volt comes out, it is expected to be fairly expensive, along the lines of a standard-engine luxury vehicle. So to Mattila, the goal has to be to survive the early adopter stage and get to a point where not only are the second-generation Volts affordable for a larger consumer base, but where there are enough public charging stations available to handle future generations of less expensive electric cars with smaller batteries and shorter driving ranges.

Some people want the green car of tomorrow to be a hydrogen fuel vehicle, Mattila acknowledged, but added that there’s no existing hydrogen infrastructure. “The entire country’s wired,” he said, touting electric cars, “and we can plug in just about anywhere.”

Despite his full-time efforts on behalf of a world full of electric cars, Mattila is not entirely optimistic about what he sees.

He does say that he sees maturity in the market in 10 or 15 years and that by 2030 electric cars may well make up a significant percentage of cars on the road. But that’s a long time from now.

“I’d say I’m more on the skeptical side…at least when I attend conferences and preach to our choir,” he explained. “We try to rein in our people (and) look at the barriers and try to address them, rather than focus on what would be good if we had millions and millions of these things being sold.”

Still, Project Get Ready has started ongoing conversations with cities like Houston, Raleigh, N.C., Indianapolis, Portland, and Denver and is in unofficial talks with half a dozen more, all in an effort to inform decision-makers about what they have to do to prepare.

Ultimately, Mattila said, Project Get Ready’s five-year plan is to put the country on a trajectory to get off of fossil fuels.

“It’s hard to be motivated by something that the next generation is going to benefit from,” he explained, “but if we can demonstrate (the profit motivation) then maybe people will get on board. We don’t want it to be a sacrifice.”

The study also predicts:
•    A net gain of up to 350,000 new jobs by 2030 through electric vehicle adoption
•    Reduced emissions by as much as 62% from 2005 levels when electric vehicles are powered by clean sources of electricity, even over a scenario of improved fuel economy for gasoline-powered cars
•    Savings of up to $205 billion on healthcare costs associated with emissions from combustion engine vehicles
•    A decline in oil imports of up to 3.7 million barrels per day, equivalent to the amount currently imported daily from the Persian Gulf region and Venezuela

The study is availble here

To learn more about the SAE’s progress with regard to J1711 (Emissions and Fuel Economy Testing), J1772 (Conductive charging), J2464 (Battery Pack and Capacitor Pack Safety), J2836 (Vehicle-to-Charger Communication), J2894 (Charging Power Quality) standards, click here.

Houston is awaiting the arrival of the Nissan Leaf tour, which will land in the city on February 5th.  The city is putting a plan together to deploy 400 Level 3 charging stations. They are also looking into the feasibility of siting charge points in parking garages and at grocery stores.

Finally, like many of our other cities, Houston is working toward establishing preferred, certified electricians for charging installation.

Updates – 11/20/09

On Tuesday November 17, 2009, The City of Houston, along with retail electricity provider Reliant Energy, launched their pilot program, “Power of the Plug-in.” This is a major step toward preparing Houston for future electric vehicles. “Power of the Plug-in” has converted 10 Toyota Prius to Plug-in Hybrid Electric Vehicles (PHEV) by way of installation of a Hymotion battery pack. It is anticipated these vehicles will average 100 miles per gallon. The city is also installing 15 charging stations at various city facilities, 10 of which will be available to the public. Coulomb Technologies provided the charging stations for this project and charging will be at no cost to the consumer in the first year of the program.

“I applaud Houston for its electric vehicle initiative,” said Stephen Crolius, Senior Director, Transportation, Clinton Climate Initiative, a program of the William J. Clinton Foundation, “These tangible steps will position the city as a leader in the climate-friendly transportation sector.”

Future exploration of plug-in vehicles will continue this spring when the City will convert an additional 5 Prius to PHEV and install another 5 charging stations at various Houston Public Libraries in parking spots reserved for hybrid vehicles. Additionally, Houston is exploring a centralized downtown motor-pool fleet to consolidate individual department motor pools and reduce vehicle by more than 50%. Along with a web-based reservation system, Houston intends to purchase all-electric vehicles to stock the downtown pooled fleet, with the exception of some trucks, vans, and SUVs in the mix.

The roadmap to making Houston plug-in ready continues through private sector efforts. For example, Reliant Energy’s recent announcement to work with Nissan and further explore infrastructure needs and business models. Additionally, we will continue to work with other stakeholders within the region to develop a uniformed plan going forward.

Houston is an official partner city of Project Get Ready, an initiative helping cities prepare for electric vehicle adoption. In order to assist other cities in their efforts Houston will provide cost breakdowns of its installation efforts at various types of facilities. These numbers are intended to help with cost projects and calculations of ROI.

Houston Chronicle #1: City Hall’s hybrids: Green gold in the oil patch

Houston Chronicle #2: Group wants Texas to plug in with hybrid vehicles

Wall Street Journal: Will Houston Become an Electric-Car Capital?

Coulomb: City of Houston Installs Coulomb Technologies Networkded Charging Stations for Electric Vehicles

Discovery: ‘Project Get Ready’ Got Set and Went in Houston

CW Channel 39: Getting Plugged In Downtown

ABC Channel 13 Video: Houston plugs into greener future

Texas Energy and Environment: Reliant announces plans for electric vehicle services in Houston

City of Houston: Reliant Energy and the City of Houston Launch Electric Vehicle Pilot Project

The City of Houston is currently working on two major efforts in preparation for the electrification of vehicles. Houston is home to some of the world’s largest oil and energy companies and covers 624 square miles. The challenge of bringing electric vehicles to our city is more than just creating an infrastructure of charging stations, it is overcoming a mindset. However, over 35% of the municipality’s electricity load is from renewable sources and we have the nation’s third largest hybrid fleet. Our mission to conserve energy lines up with the Rocky Mountain Institute’s Project Get Ready.

We are teaming up with several partners in this initiative. Texas has a competitive electric market and we are working with both CenterPoint Energy, who owns the infrastructure and Reliant Energy, part of NRG, who is the major electric provider. Once the stakeholder group is finalized we will update our page to include timelines and more details on our efforts.

Our first initiative is a pilot program in cooperation with Reliant Energy in which we will convert 15 Toyota hybrids into Plug in Hybrid Electric Vehicles as additions to our fleet. We will build a 1:1 charging infrastructure for these vehicles and two home charging stations. This project will be marketed with a media campaign along with educational programs and events. The vehicles will be equipped with monitoring devices and we will use multiple vendors of charging stations installed at city owned facilities. This pilot program is instrumental in the success of a much larger project.

During the ongoing study, City of Houston will begin to install approximately 100 charging stations around town at city owned facilities such as libraries, parks, sport venues, the zoo, etc. We are enlisting the help of the Greater Houston Partnership, private businesses, real estate developers, other governmental agencies and neighboring municipalities to also install and commit to purchasing EVs for their fleets and installing additional stations. This infrastructure is more for piece of mind than a necessity, but we understand without this initial level of comfort the adoption process will be long and drawn out. We will also explore creating level three charging station infrastructure on the interstate highways between major cities in Texas. These will be strategically located by restaurants or outlet malls to allow for dining and shopping while charging. Additionally, we will begin working with the other major cities to ensure Texans can drive their electric vehicles form town to town and have places to charge. Multifamily developments play an important roll and must be included in this effort as well; we cannot limit electric vehicles to single family homeowners.

The City of Houston and our team will commit to purchase over 300 all electric vehicles from a major car manufacturer for delivery in late 2010. We expect through our marketing campaigns, Houstonians will be ready to adopt this technology quickly. We have been unsuccessful in taking cars off the road, but we can take the emissions out of the cars and anticipate huge reductions in emissions. Houston will be ready.

For more information, contact James Tillman (james.tillman@cityofhouston.net)

To download a pdf document outlining all of the funding opportunities below click here.

Federal Incentives:

Compiled using the U.S. DOE Alternative Fuels & Advanced Vehicles Data Center

Clean Cities FY09 Petroleum Reduction Technologies Projects for the Transportation Sector

The intent of the FOA modification will be to further domestic manufacture and use of energy efficient advanced transportation vehicles (ATVs), alternative fuel vehicles (AFVs), and alternative fuels (AFs). As required by section 721 of the Energy Policy Act of 2005, prospective applicants shall be limited to heads of state or local governments or a metropolitan transportation authority, or combinations of these, and a designated Clean Cities Coalition (designated Coalition list is at Clean Cities Coalitions) in order to apply. Areas of Interest (AOI) include (1) funds for refueling infrastructure for AFs on cost-shared projects (funding minimum of $1.3 million to maximum of $2.6 million); (2) funds for incremental costs of dedicated AFVs purchased from original equipment manufacturers (funding min. of $800K to max. of $1.6 million); (3) funds for education, outreach, and workshops for petroleum reduction fuels and technologies to raise awareness and foster a greater understanding of alternative fuels and advanced vehicle technologies (funding min. $900K to $1.8 million); (4) funds for cost-shared projects that expand the use of alternative fuel and advanced vehicle technologies including the installation or acquisition of infrastructure necessary to directly support these vehicles (funding max. is $300 million). Minimum DOE funding represents FY09 funding.

Alternative Fuel Infrastructure Tax Credit

A tax credit is available for the cost of installing alternative fueling equipment placed into service after December 31, 2005. Qualified alternative fuels are natural gas, liquefied petroleum gas, hydrogen, electricity, E85, or diesel fuel blends containing a minimum of 20% biodiesel. The credit amount is up to 30% of the cost, not to exceed $30,000, for equipment placed into service before January 1, 2009. The credit amount is up to 50% not to exceed $50,000, for equipment placed into service on or after January 1, 2009. Fueling station owners who install qualified equipment at multiple sites are allowed to use the credit towards each location. Consumers who purchase residential fueling equipment may receive a tax credit of up to $1,000, which increases to $2,000 for equipment placed into service after December 31, 2008. The maximum credit amount for hydrogen fueling equipment placed into service after December 31, 2008, and before January 1, 2015, is $200,000. The credit expires December 31, 2010, for all other eligible fuel types. Form 8911 (PDF 247 KB) provides additional information and must be used in order to claim the tax credit. Download Adobe ReaderPublic Law 111-5, Section 1123, and 26 U.S. Code 30C)

Qualified Plug-in Electric Drive Motor Vehicle Tax Credit

A tax credit is available for the purchase of a new qualified plug-in electric drive motor vehicle that draws propulsion using a traction battery that has at least four kilowatt hours of capacity, uses an external source of energy to recharge the battery, has a gross vehicle weight rating of up to 14,000 pounds, and meets specified emission standards. The minimum credit amount is $2,500, and the credit may be up to $7,500, based on each vehicle’s traction battery capacity and the gross vehicle weight rating. The credit will begin to be phased out for each manufacturer in the second quarter following the calendar quarter in which a minimum of 200,000 qualified plug-in electric drive vehicles have been sold by that manufacturer for use in the U.S. This tax credit applies to vehicles acquired after December 31, 2009, and expires December 31, 2014. Through December 31, 2011, qualified plug-in electric vehicle conversions are also eligible for a tax credit for 10% of the conversion cost, not to exceed $4,000. Additionally, a tax credit of up to 10% of the cost of qualified low-speed electric vehicles, electric motorcycles, and three-wheeled electric vehicles, not to exceed $2,500, is available through December 31, 2011. (Reference Public Law 111-5, Sections 1141-1144, and 26 U.S. Code 30D)

Voluntary Airport Low Emission (VALE) Program

The goal of the VALE program is to reduce ground level emissions at commercial service airports located in designated ozone and carbon monoxide air quality nonattainment and maintenance areas. The VALE program provides funding through the Airport Improvement Program and the Passenger Facility Charges program for the purchase of low-emission vehicles, development of fueling and recharging stations, implementing gate electrification, and other airport air quality improvements. (Reference 49 U.S. Code 40101)

Congestion Mitigation and Air Quality (CMAQ) Improvement Program

The CMAQ Improvement Program provides funding to state departments of transportation (DOTs), municipal planning organizations (MPOs), and transit agencies for projects and programs in air quality non-attainment and maintenance areas that reduce transportation-related emissions. Eligible activities include transit improvements, travel demand management strategies, traffic flow improvements, purchasing idle reduction equipment, development of alternative fueling infrastructure, conversion of public fleet vehicles to operate on cleaner fuels, and outreach activities that provide assistance to diesel equipment and vehicle owners and operators regarding the purchase and installation of diesel retrofits. State DOTs and MPOs must give priority to projects and programs to include diesel retrofits and other cost-effective emissions reduction activities, and cost-effective congestion mitigation activities that provide air quality benefits. For more information, visit the CMAQ Web site. (Reference 23 U.S. Code 149)

Clean Fuel Fleet Program (CFFP)

The CFFP was implemented under the Clean Air Act Amendments of 1990 and applies to fleets in ozone nonattainment areas. The CFFP requires that a percentage of new cars, and light- and medium-duty trucks purchased by certain fleets meet lower hydrocarbon and nitrogen oxide emission standards. Individual states must ensure that appropriate fuels are available for operating these clean-fueled fleet vehicles. For more information, visit the Clean Fuel Fleets Web site. (Reference 42 U.S. Code 7586)

Air Pollution Control Program

The Air Pollution Control Program assists state, local, and tribal agencies in planning, developing, establishing, improving, and maintaining adequate programs for prevention and control of air pollution or implementation of national air quality standards. Plans may emphasize alternative fuels, vehicle maintenance, and transportation choices to reduce vehicle miles traveled. Eligible applicants may receive federal funding for up to 60% of project costs to implement their plans. (Reference 42 U.S. Code 7405)

Point of Contact

U.S. Environmental Protection Agency
Phone (202) 272-0167
http://www.epa.gov

Congestion Mitigation and Air Quality (CMAQ) Improvement Program

The CMAQ Improvement Program provides funding to state departments of transportation (DOTs), municipal planning organizations (MPOs), and transit agencies for projects and programs in air quality non-attainment and maintenance areas that reduce transportation-related emissions. Eligible activities include transit improvements, travel demand management strategies, traffic flow improvements, purchasing idle reduction equipment, development of alternative fueling infrastructure, conversion of public fleet vehicles to operate on cleaner fuels, and outreach activities that provide assistance to diesel equipment and vehicle owners and operators regarding the purchase and installation of diesel retrofits. State DOTs and MPOs must give priority to projects and programs to include diesel retrofits and other cost-effective emissions reduction activities, and cost-effective congestion mitigation activities that provide air quality benefits. For more information, visit the CMAQ Web site. (Reference 23 U.S. Code 149)

Point of Contact

Federal Highway Administration
U.S. Department of Transportation
http://www.fhwa.dot.gov/index.html

Clean Construction USA

Clean Construction USA is a voluntary program that promotes the reduction of diesel exhaust emissions from construction equipment and vehicles by encouraging proper operations and maintenance, use of emission-reducing technologies, and use of cleaner fuels. Clean Construction USA is part of the U.S. Environmental Protection Agency’s National Clean Diesel Campaign, which offers funding for clean diesel construction equipment projects.

Point of Contact

Trish Koman
National Clean Diesel Campaign
U.S. Environmental Protection Agency
Phone (734) 214-4955
Fax (734) 214-4869
koman.trish@epa.gov
http://www.epa.gov/cleandiesel/

Clean Ports USA

Clean Ports USA is an incentive-based program designed to reduce emissions by encouraging port authorities and terminal operators to retrofit and replace older diesel engines with new technologies and use cleaner fuels. The U.S. Environmental Protection Agency’s National Clean Diesel Campaign offers funding to port authorities and public entities to help them overcome barriers that impede the adoption of cleaner diesel technologies and strategies.

Point of Contact

Trish Koman
National Clean Diesel Campaign
U.S. Environmental Protection Agency
Phone (734) 214-4955
Fax (734) 214-4869
koman.trish@epa.gov
http://www.epa.gov/cleandiesel/

Clean Fuels Grant Program

The Clean Fuels Grant Program assists designated ozone and carbon monoxide air quality nonattainment and maintenance areas in achieving or maintaining the National Ambient Air Quality Standards through grant funding. The program accelerates the deployment of advanced bus technologies by supporting the use of low-emission vehicles in transit fleets. The program assists transit agencies in purchasing low-emission buses and related equipment, constructing alternative fuel stations, modifying garage facilities to accommodate clean fuel vehicles, and assisting with the use of biodiesel. For more information, see the Clean Fuels Grant Program fact sheet. (Reference 49 U.S. Code 5308 and 49 CFR 624)

Point of Contact

Federal Transit Administration, Office of Program Management
U.S. Department of Transportation
Phone (202) 366-4020
http://www.fta.dot.gov/index.html

State Energy Program (SEP) Funding

The SEP provides grants to states to assist in designing, developing, and implementing renewable energy and energy efficiency programs. Funding from the SEP is directed to state energy offices, and each state’s energy office manages all SEP-funded projects. States may also receive project funding from technology programs in the U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy (EERE) for SEP Special Projects. EERE distributes the funding through an annual competitive solicitation to state energy offices. For more information about the SEP, including SEP project descriptions, visit the SEP Web site.

Point of Contact

U.S. Department of Energy
Phone (800) 342-5363
Fax (202) 586-4403
http://www.energy.gov

Improved Energy Technology Loans

The U.S. Department of Energy (DOE) provides loan guarantees through the Loan Guarantee Program (Program) to eligible projects that reduce air pollution and greenhouse gases, and support early commercial use of advanced technologies, including biofuels and alternative fuel vehicles. The Program is not intended for research and development projects. DOE may issue loan guarantees for up to 100% of the amount of the loan for an eligible project. For loan guarantees of over 80%, the loan must be issued and funded by the Treasury Department’s Federal Financing Bank. For additional Program guidelines and solicitation announcements, please visit the Loan Guarantee Program Web site. (Reference 42 U.S. Code 16513)

Point of Contact

U.S. Department of Energy
Phone (800) 342-5363
Fax (202) 586-4403
http://www.energy.gov

State-Level Incentives

Compiled using the U.S. DOE Alternative Fuels & Advanced Vehicles Data Center

Alaska

Alternative Fuel Use

The state Department of Transportation (DOT) is required to consider using alternative fuels for automotive purposes whenever practicable. The DOT may participate in joint ventures with public or private partners that will foster the availability of alternative fuels for all consumers of automotive fuel. (Reference Alaska Statutes 44.42.020)

Arizona

Alternative Fuel Vehicle (AFV) License Tax

The initial annual vehicle license tax on an AFV is lower than the license tax on conventional vehicles. The vehicle license tax on an AFV is $4 for every $100 in assessed value. The assessed value of the AFV is determined as follows: during the first year after initial registration, the value of the AFV is 1% of the manufacturer’s base retail price (as compared to 60% for conventional vehicles); during each succeeding year, the value of the AFV is reduced by 15%. The minimum amount of the license tax is $5 per year for each motor vehicle subject to the tax. (Reference Arizona Revised Statutes 28-5805 and 28-5801)

Electric Vehicle (EV) Equipment Tax Credit

A tax credit of up to $75 is available to individuals for the installation of EV recharging outlets in a house constructed by a taxpayer. (Reference Arizona Revised Statutes 43-1090 and 43-1176)

California

Employer Invested Emission Reduction Funding – South Coast

The South Coast Air Quality Management District (SCAQMD) administers the Air Quality Investment Program (AQIP). The AQIP provides funding to allow employers within SCAQMD’s jurisdiction to make annual investments into an administered fund to meet employers’ emission reduction targets. The revenues collected are used to fund alternative mobile source emission/trip reduction programs, including alternative fuel vehicle projects, on an on-going basis. Programs such as procurement of low-emission, alternative fuel or zero emission vehicles, and old vehicle scrapping may be considered for funding.

Point of Contact

Shashi Singeetham
Air Quality Specialist
South Coast Air Quality Management District
Phone (909) 396-3298
Fax (909) 396-3608
ssingeetham@aqmd.gov
http://www.aqmd.gov/trans/aqip.html

Alternative Fuel Vehicle (AFV) License Fee

In order to equalize the vehicle license fee between AFVs and conventional fuel vehicles, the incremental cost of purchasing an AFV is exempt from the vehicle license fee (of 2%) when the costs are more than the most comparable conventional fuel vehicle, as determined by the California Energy Commission. This reduction applies to new, light-duty AFVs that are certified to meet or exceed Ultra Low Emission Vehicle standards. This program expires January 1, 2009. (Reference California Revenue and Taxation Code 10759.5)

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (AFV) Insurance Discount

Farmers Insurance provides a discount of up to 10% on all major insurance coverage for HEV and AFV owners. To qualify, the automobile must be: 1) a vehicle designed to use a dedicated alternative fuel as defined in the Energy Policy Act of 1992; or 2) an HEV. A complete Vehicle Identification Number is required to validate vehicle eligibility.

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants

The Assembly Bill (AB) 2766 Motor Vehicle Registration Fee Program provides funding for projects that reduce air pollution from on- and off-road vehicles. Eligible projects include purchasing AFVs and developing alternative fueling infrastructure. Contact local air districts for more information about available grant funding and distribution from the AB 2766 Motor Vehicle Registration Fee Program. (Reference Health and Safety Code 44220 (b))

Point of Contact

Yvette DiCarlo
Motor Vehicle Registration Fee Program
California Air Resources Board
Phone (916) 322-0285
ydicarlo@arb.ca.gov
http://www.arb.ca.gov/planning/tsaq/mvrfp/mvrfp.htm

Low-Emission Vehicle Incentives and Technical Training – San Joaquin Valley

The REMOVE II Program (Program) is administered by the San Joaquin Valley Air Pollution Control District (APCD) and provides incentives for the purchase of low-emission passenger vehicles, light-duty trucks, small buses, and trucks with Gross Vehicle Weight Ratings of 14,000 pounds or less. The purpose of the Program is to encourage the early introduction of low-emission vehicles in the San Joaquin Valley. The Program offers between $1,000 and $3,000 per vehicle and varies according to the emission certification level and size of the vehicle. Vehicles must be powered by alternative fuel, electric, or hybrid electric engines/motors. The Program also includes an Alternative Fuel Vehicle (AFV) Mechanic Training Component that provides incentives for the education of personnel on the mechanics, operation safety, and maintenance of AFVs, fueling stations, and tools involved in the implementation of alternative fuel technologies.

Technology Advancement Funding – South Coast

The South Coast Air Quality Management District’s Clean Fuels Program provides funding for research, development, demonstration, and deployment projects that are expected to help accelerate the commercialization of advanced low-emission transportation technologies. Eligible projects have included: power trains and energy storage/conversion devices (e.g., fuel cells and batteries); and implementation of clean fuels (e.g. natural gas, propane, and hydrogen), including their infrastructures. Projects are selected via specific requests for proposals on an as-needed basis or through unsolicited proposals. Approximately $10 million in funding is available annually with expected cost-share from other project partners and stakeholders.

Point of Contact

Dipankar Sarkar
Technology Demonstration Manager
South Coast Air Quality Management District
Phone (909) 396-2273
Fax (909) 396-3252
dsarkar@aqmd.gov
http://www.aqmd.gov/tao/Demonstration/index.htm

Alternative Fuel Vehicle (AFV) Rebate Program

The Fueling Alternatives vehicle rebate program is funded by the California Air Resources Board and provides grants of up to $5,000 to consumers who purchase or lease eligible zero emission vehicles (ZEVs), plug-in hybrid electric vehicles, and AFVs between May 24, 2007, and March 31, 2009. For the purposes of this program, ZEVs include full function battery electric vehicles, hydrogen fuel cell vehicles, low-speed or neighborhood electric vehicles, and zero emission motorcycles.

Point of Contact

Mary Venables
Fueling Alternatives Program Manager
California Center for Sustainable Energy
Phone 866-984-2532
Fax (858) 244-1178
fuelingalts@energycenter.org
http://www.fuelingalts.energycenter.org

Alternative Fuel and Vehicle Research and Development Incentives

The Alternative and Renewable Fuel and Vehicle Technology Program (Program), administered by the California Energy Commission, aims to increase the use of alternative and renewable fuels and innovative technologies. The Program provides grants and loans for projects that:

* develop and improve alternative and renewable low-carbon fuels;
* optimize alternative and renewable fuels for existing and developing engine technologies;
* produce alternative and renewable low-carbon fuels in California;
* decrease the overall impact of an alternative and renewable fuel’s life-cycle carbon footprint and increase sustainability;
* expand fuel infrastructure, fueling stations, and equipment;
* improve light-, medium-, and heavy-duty vehicle technologies;
* retrofit medium- and heavy-duty on-road and non-road vehicle fleets;
* expand infrastructure connected with existing fleets, public transit, and transportation corridors; and
* establish workforce training programs, conduct public education and promotion, and create technology centers.

(Reference Assembly Bill 109, 2008, and California Health and Safety Code 44270-44274.7)

Point of Contact

Peter Ward
Manager, Alternative and Renewable Fuel & Vehicle Technology Program
California Energy Commission
Phone (916) 654-4639
Fax (916) 654-4676

pward@energy.state.ca.us

http://www.energy.ca.gov/altfuels/index.html
Colorado
Alternative Fuel Infrastructure Tax Credit

For tax years beginning prior to January 1, 2011, the Colorado Department of Revenue offers an income tax credit for the cost of construction, reconstruction, or acquisition of an alternative fueling facility that is directly attributable to the storage, compression, charging, or dispensing of alternative fuels to motor vehicles. The credit value is as follows:
Tax Year    Tax Credit
2009-2011    20%
2006-2009    35%

For an alternative fueling facility that will be generally accessible for use by the public, in addition to the person claiming the credit, the percentages specified above will be multiplied by 1.25. If at least 70% of the alternative fuel dispensed annually is derived from a renewable energy source for a period of 10 years, the credit percentages specified above will be multiplied by 1.25. Certification for the percentage of renewable energy must be presented, as requested, to the Department of Revenue. The credit has a maximum value of $400,000 in any consecutive five-year period for each fueling facility. For more information about this credit, see the Colorado Department of Revenue’s Alternative Fuel Income Tax Credits Web site.

(Reference Colorado Revised Statutes 39-22-516)

Point of Contact

Tax Information Call Center
Colorado Department of Revenue
Phone (303) 238-7378
http://www.revenue.state.co.us/main/home.asp

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Tax Credit

An income tax credit is available from the Colorado Department of Revenue for the purchase of an AFV or the conversion of a vehicle to operate using an alternative fuel, based on the incremental or conversion cost. HEVs also qualify for this incentive. This credit is only available in the year during which the vehicle was purchased or converted, and a vehicle may only qualify for this credit one time. For an AFV purchase or conversion that permanently replaces a motor vehicle or power source that is ten or more years old, the percentage specified in the table below is doubled, up to a maximum of 100% of the incremental or conversion cost. To the extent the allowable credit exceeds the person’s tax liability for that year the excess may be carried forward for up to five years. Lessees or lessors of qualifying vehicles are also eligible for the credit. The value of the credit depends on the emissions affiliated with the vehicle (low vs. ultra low emission, for example) and the tax year during which the credit is utilized.

Alternative Fuel Vehicle (AFV) Rebate

A rebate is available from the Colorado Department of Revenue for the purchase of an AFV or for the conversion of a vehicle to operate using an alternative fuel. Vehicles must be owned by the State of Colorado, a political subdivision of the state, or a tax-exempt organization, and be used in connection with the official activities of the entity. HEVs also qualify for this incentive. The rebate is a percentage of the incremental cost if used toward purchasing a new AFV, or is a percentage of the conversion cost if used towards the cost of converting a vehicle to operate using an alternative fuel. For an AFV purchase or conversion that permanently replaces a motor vehicle or power source that is ten or more years old, the percentage specified in the table below is doubled, up to a maximum of 100% of the incremental or conversion cost. Each qualified entity is limited to $350,000 per state fiscal year in total rebates paid. The rebate value depends the emissions affiliated with the vehicle (low vs. ultra low emission, for example) and the year during which the costs are incurred.

For more information about this rebate, see the Colorado Department of Revenue’s Alternative Fuel Income Tax Credits Web site.

(Reference Colorado Revised Statutes 39-33-101 through 39-33-106)

Point of Contact

John Doty
AFV/Hybrid Taxes and Rebates
Colorado Department of Revenue
Phone (303) 205-8211
jdoty@spike.dor.state.co.us
http://www.revenue.state.co.us/mv_dir/home.asp

District of Columbia

Hybrid Electric Vehicle (HEV) and Alternative Fuel Vehicle (AFV) Tax Exemption

The District of Columbia Department of Motor Vehicles Reform Amendment Act of 2004 allows for the exemption of vehicle excise taxes for owners of HEVs, AFVs, electric, fuel cell and lean-burn vehicles, provided that the vehicle qualifies for the federal tax credit under the Energy Policy Act of 2005. Additionally, vehicle registration fees for qualified HEVs and AFVs are reduced to $36 per year. (Reference District of Columbia Code 50-2201.03(j)(3) and 50-1501.03)

Georgia

Zero Emission Vehicle (ZEV) Tax Credit

An income tax credit is available for up to 20% of the cost to purchase or lease a ZEV, or $5,000, whichever is less. ZEVs include, but are not limited to, battery-only electric vehicles and hydrogen fuel cell vehicles. Low-speed vehicles do not qualify for this credit. The credit cannot exceed the taxpayer’s income tax liability, but any portion of the credit not used in the year the ZEV is purchased or leased can be carried over for up to five additional years. (Reference Georgia Code 48-7-40.16)

Point of Contact

James Udi
Environmental Specialist
Georgia Environmental Protection Division
Phone (404) 363-7046
Fax (404) 362-2534
james_udi@dnr.state.ga.us

Alternative Fuel Vehicle (AFV) Tax Credit

An income tax credit is available for the purchase, lease, or conversion of a vehicle that operates solely on an alternative fuel and meets the U.S. Environmental Protection Agency (EPA) certification of a Low Emission Vehicle (LEV). The credit is worth up to 10% of the cost of a new AFV or up to 10% of the cost of converting the vehicle to operate on an alternative fuel, or $2,500, whichever is less. The credit cannot exceed the taxpayer’s income tax liability, but any portion of the credit not used in the year the AFV is purchased or converted can be carried over for up to five additional years. This incentive does not apply to hybrid electric vehicles. (Reference Georgia Code 48-7-40.16)

Point of Contact

James Udi
Environmental Specialist
Georgia Environmental Protection Division
Phone (404) 363-7046
Fax (404) 362-2534
james_udi@dnr.state.ga.us

Electric Vehicle (EV) Charger Tax Credit

An income tax credit is available to any eligible business enterprise for the purchase or lease of each EV charger that is located in the state. The amount of the credit is 10% of the cost of the charger or $2,500, whichever is less. (Reference Georgia Code 48-7-40.16)

Point of Contact

James Udi
Environmental Specialist
Georgia Environmental Protection Division
Phone (404) 363-7046
Fax (404) 362-2534
james_udi@dnr.state.ga.us

Hawaii

Alternative Fuels Promotion

The state of Hawaii has signed a Memorandum of Understanding (MOU) with the U.S. Department of Energy (DOE) Assistant Secretary for Energy Efficiency and Renewable Energy (EERE) to establish the Hawaii Clean Energy Initiative. DOE and the state pledge to collaborate to produce 70% of the state’s energy needs from renewable sources by 2030. The goals of the partnership include defining the structural transformation required to transition the state to a clean energy-dominated economy; demonstrate and foster innovation in the use of clean energy, including alternative fuels; create opportunities for the widespread distribution of clean energy benefits; establish an open learning model for other states and entities to adopt; and build a workforce with cross-cutting skills to support a clean energy economy in the state. For more information about Hawaii Clean Energy Initiative, see the full text of the MOU (PDF 108 KB). Download Adobe Reader

Illinois

Fleet User Fee Exemption

An annual user fee of $20 per vehicle is imposed on fleets with 10 or more vehicles in defined areas. Owners of state, county, or local government vehicles or electric vehicles are exempt from this fee. Fees are collected into the Alternate Fuels Fund. (Reference 415 Illinois Compiled Statutes 120/35)

Alternative Fuel Vehicle (AFV) and Alternative Fuel Rebates

The Illinois Alternate Fuels Rebate Program (Program) provides a rebate for 80% of the incremental cost of purchasing an AFV (up to $4,000), 80% of the cost of federally certified AFV conversions (up to $4,000), and for the incremental cost of purchasing alternative fuels. Eligible fuels for the program include E85, diesel fuel blends containing at least 20% biodiesel (B20), natural gas, propane, electricity, and hydrogen. A vehicle is only eligible to receive one rebate in its lifetime. The AFV or conversion system must be purchased from an Illinois-based company or vendor, except if the vehicle is a heavy-duty specialty vehicle that is not sold in Illinois. Only hybrid electric vehicles fueled with alternative fuels are eligible. To be eligible for a fuel rebate, the majority of fuel purchases must be made from Illinois retail stations or fuel suppliers. The E85 fuel rebate is up to $450 per year (depending on vehicle miles traveled) for up to three years for each flexible fuel vehicle that uses E85 at least half the time. The biodiesel fuel rebate (for B20 and higher blends) is for 80% of the incremental cost of the biodiesel fuel, as compared to conventional diesel. The Program is open to all Illinois residents, businesses, government units (except federal government), and organizations located in Illinois. (Reference 415 Illinois Compiled Statutes 120/30)

Point of Contact

Darwin Burkhart
Manager, Clean Air Programs
Illinois Environmental Protection Agency and Chicago Area Clean Cities Coalition
Phone (217) 524-5008
Fax (217) 557-2559
darwin.burkhart@illinois.gov
http://www.illinoisgreenfleets.org

Indiana

Alternative Fuel Vehicle (AFV) Manufacturer Tax Credit

The Indiana Economic Development Corporation (IEDC) may award tax credits under the Hoosier AFV Manufacturer Tax Credit to foster job creation, reduce dependency on imported energy sources, and reduce air pollution resulting from the manufacture or assembly of AFVs in Indiana. AFV manufacturers are eligible for tax credits of up to 15% of the qualified investment for which the credit is claimed. Qualified investments include expenditures in the state that are reasonable and necessary for the manufacture or assembly of AFVs. For the purpose of this incentive, AFVs are defined as vehicles designed to operate on E85, natural gas, liquefied petroleum gas, hydrogen, coal-derived liquid fuels, non-alcohol fuels derived from biological material, P-Series fuels, or electricity. Applications for this incentive must be reviewed and approved by the IEDC. The credit applies to taxable years beginning after December 31, 2006, and before December 31, 2012. Unused credits may be carried forward for up to nine consecutive taxable years. (Reference Indiana Code 6-3.1-31.9)

Vehicle Research and Development Grants

The Indiana 21st Century Research and Technology Fund is administered by the Indiana Economic Development Corporation and provides grants and loans to support proposals for economic development in areas including alternative fuel technologies and fuel-efficient vehicle production. (Reference Indiana Code 5-28-16-2)

Point of Contact

Linda Peterson-Roe
Program Manager
Indiana 21st Century Research and Technology Fund
Phone (317) 234-4652
Fax (317) 232-6786
lpeterson-roe@iedc.in.gov
http://www.21fund.org/

Iowa

Alternative Fuel Vehicle (AFV) Demonstration Grants

The Iowa Department of Natural Resources conducts marketing and education outreach to encourage the use of alternative fuels and, contingent upon funding, also awards demonstration grants to individuals who purchase vehicles that operate on alternative fuels, including but not limited to, high ethanol content blends, compressed natural gas, electricity, solar energy, or hydrogen. (Reference Iowa Code 214A.19)

Louisiana

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Tax Credit

The state offers an income tax credit worth 20% of the cost of converting a vehicle to operate on an alternative fuel, 20% of the incremental cost of purchasing an Original Equipment Manufacturer (OEM) AFV or hybrid electric vehicle (HEV), and 20% of the cost of constructing an alternative fueling station. Only vehicles registered in Louisiana can receive the tax credit. For the purpose of this incentive, alternative fuels include compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, ethanol, electricity, and any other fuels which meet or exceed federal clean air standards. (Reference Louisiana Revised Statutes 47:38 and 47:287.757)

Point of Contact

Taxpayer Services Division
Louisiana Department of Revenue
Phone (225) 219-0067

Maine

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans

The Clean Fuel Vehicle Fund is a non-lapsing revolving loan fund managed by the Finance Authority of Maine and may be used for direct loans to finance all or part of any clean fuel vehicle project. The Finance Authority of Maine may also insure up to 100% of mortgage payments with respect to mortgage loans for clean fuel vehicle projects. (Reference Maine Revised Statutes Title 10, Sections 1023-K and 1026-A)

Maryland

Hybrid Electric Vehicle (HEV) and Electric Vehicle (EV) Tax Credit

A tax credit is allowed against the excise tax imposed for the purchase of qualified HEVs and EVs. For qualified EVs, the tax credit may not exceed $2,000. For qualified HEVs, the credit may not exceed: a) $250 if the vehicle battery provides at least 5% but less than 10% of maximum power available; b) $500 if the vehicle battery provides at least 10% but less than 20% of maximum power available; c) $750 if the vehicle battery provides at least 20% but less than 30% of maximum power available; d) $1,000 if the vehicle battery provides at least 30% of maximum power available. A qualified EV must meet the definition set forth in the Internal Revenue Code. A qualified HEV must meet the current vehicle exhaust standard set under the federal Tier 2 program for passenger vehicles. (Reference Maryland Statutes, Transportation Code 13-815)

Michigan

Alternative Fuel and Vehicle Research, Development, and Manufacturing Tax Credits

Effective January 1, 2008, taxpayers certified by the Michigan NextEnergy Authority (MNEA) may claim a nonrefundable credit for tax liability attributable to research, development, or manufacturing of qualified alternative fuel vehicles (AFVs) and renewable fuel. For the purpose of this incentive AFVs include fuel cell, electric, hybrid electric, natural gas, E85, liquefied petroleum gas, and hydrogen vehicles. Renewable fuels include biodiesel blends of at least 20%. Additionally, businesses located within the designated Alternative Energy Zone that are engaged in qualified activities may claim a credit for the taxpayer’s qualified payroll amount. (Reference Michigan Compiled Laws 207.821-207.827 and 208.1429)

Alternative Fuel Development Property Tax Exemption

A tax exemption may apply to industrial property which is used for, among other purposes, high-technology activities or the creation or synthesis of biodiesel fuel. High-technology activities include those related to advanced vehicle technologies such as electric, hybrid, or alternative fuel vehicles and their components. In order to qualify for the tax exemptions, an industrial facility must obtain an exemption certificate for the property from the State Tax Commission. (Reference Michigan Compiled Laws 207.552 and 207.803)

Montana

Alternative Fuel Vehicle (AFV) Conversion Tax Credit

An income tax credit is available to businesses or individuals for up to 50% of the equipment and labor costs for converting vehicles to operate on alternative fuels. Qualified alternative fuels are compressed and liquefied natural gas, liquefied petroleum gas, hydrogen, electricity, and fuel that is at least 85% ethanol or methanol. A maximum credit of $500 is available for the conversion of vehicles with a Gross Vehicle Weight Rating (GVWR) of 10,000 pounds (lbs.) or less and $1,000 for vehicles with a GVWR of more than 10,000 lbs. The credit must be applied in the year the conversion is made, and the seller of an alternative fuel may not receive a credit for converting their own vehicles to operate on the alternative fuel they sell. (Reference Montana Code Annotated 15-30-164)

Nebraska

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans

The Nebraska Energy Office administers the Dollar and Energy Saving Loans Program (Program). The Program makes low-cost loans available for a variety of alternative fuel projects, including: the replacement of conventional vehicles with AFVs; the purchase of new AFVs; the conversion of conventional vehicles to operate on alternative fuels; and the construction or purchase of a fueling station or equipment. Dedicated AFVs are eligible, and loans may go towards a portion of the cost of dual-fuel vehicles. The maximum loan amount is $150,000 per borrower, and the interest rate is 5% or less.

Point of Contact

General Inquiries
Nebraska State Energy Office
Phone (402) 471-2867
Fax (402) 471-3064
energy@nebraska.gov
http://www.neo.ne.gov/loan/index.html

Nevada

Provision for Establishment of Alternative Fuel Incentives

In conjunction with the Nevada Department of Business and Industry, the Nevada Department of Conservation and Natural Resources is authorized to develop and administer a program to provide incentives to encourage the use of alternative fuels in motor vehicles, specifically by individuals and others not required by state statute to purchase alternative fuel vehicles. (Reference Nevada Revised Statutes 486A.200)

New Hampshire

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Project Funding

The New Hampshire Department of Environmental Services (DES) and the Granite State Clean Cities Coalition (GSCCC) provide competitive funding to expand the use of alternative fuels, AFVs, and advanced technology vehicles in New Hampshire. Only projects located in the ozone non-attainment or maintenance areas in the state are eligible for funding. For more information see the GSCCC Web site.

New Jersey

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV)Rebate

New Jersey’s AFV Rebate Program offers rebates to local government entities that convert vehicles to operate on alternative fuels or purchase original equipment manufacturer (OEM) AFVs. The rebate amounts, shown in the table below, can be used to cover the cost of converting a vehicle to operate on an alternative fuel or to cover the incremental cost of purchasing an OEM AFV, and vary according to the gross vehicle weight rating (GVWR) and whether the vehicle is dedicated or bi-fuel. HEVs may also qualify for the rebates. Eligible entities include local governments, state colleges and universities, school districts, and governmental authorities. The initial funding for this program was provided by a federal Congestion Mitigation and Air Quality (CMAQ) Improvement Program grant.

Grant amount depends on weight class and type of alternative fuel vehicle (dedicated or hybrid vs. bi-fuel).

Point of Contact

John Zarzycki
Project Manager
New Jersey Board of Public Utilities, Office of Clean Energy
Phone (973) 648-4967
john.zarzycki@bpu.state.nj.us

Alternative Fuel Infrastructure Rebate

New Jersey’s Alternative Fuel Infrastructure Program has funding available to reimburse eligible local governments, state colleges and universities, school districts, and governmental authorities for 50% of the cost of purchasing and installing refueling infrastructure for alternative fuels. Up to $50,000 is available per applicant. Eligible fuels include natural gas, propane, electricity, ethanol (E85), and hydrogen.

Point of Contact

John Zarzycki
Project Manager
New Jersey Board of Public Utilities, Office of Clean Energy
Phone (973) 648-4967
john.zarzycki@bpu.state.nj.us

New Mexico

Alternative Fuel Vehicle (AFV) Manufacturing Tax Credit

The Alternative Energy Product Manufacturers Tax Credit provides a credit against combined reporting taxes (gross receipts, compensating, and withholding) for manufacturing alternative energy products, which include hydrogen and fuel cell vehicle systems, and electric and hybrid electric vehicles. The credit is limited to 5% of qualifying expenditures, and manufacturers must fulfill job creation requirements to be eligible. (Reference New Mexico Statutes 7-9J)

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants

The Energy Conservation and Management Division of Energy, Minerals, and Natural Resources Department (EMNRD) provides grants on a competitive basis to eligible applicants to support alternative fuel activities including the purchase of AFVs, infrastructure development, alternative fuel training, or related activities in New Mexico. Eligible applicants must submit proposals within specified dates as determined by the EMNRD. Funds are available on an annual basis; this program is supported by federal funding.

In addition, the Advanced Energy Technologies Economic Development Act established the Clean Energy Grants Program, which provides state grants for projects utilizing clean energy technologies and providing clean energy education, technical assistance, and training programs. Qualifying entities are municipalities and county governments, state agencies, state universities, public schools, post-secondary educational institutions, and Indian nations, tribes and pueblos. No single entity is eligible to receive more than $100,000. (Reference New Mexico Statutes 71-7-1 to 71-7-7)

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Acquisitions and Loans

The Alternative Fuel Acquisition Act of 1992 requires that 75% of state government and educational institution fleet vehicles purchased be bi-fuel or dedicated AFVs or HEVs. Certified law enforcement pursuit vehicles and emergency vehicles are exempt from this requirement. Up to $5 million is authorized for a revolving loan fund for AFV acquisitions by state agencies, political subdivisions, and educational institutions. The maximum amount of a loan to acquire a vehicle must not exceed the actual cost of acquiring the vehicle or $3,000, whichever is less. Projected fuel cost savings from using the AFV is considered when the loan repayment schedule is developed. (Reference New Mexico Statutes 13-1B)

New York

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Funding

The New York State Clean Cities Challenge, administered by the New York State Energy Research and Development Authority (NYSERDA), awards funds to members of New York’s Clean Cities Coalitions that acquire AFVs or install AFV fueling or recharging infrastructure. Funds are awarded on a competitive basis, and can be used to cost-share up to 75% of the proposed project, including the incremental cost of purchasing AFVs, the cost of installing fueling and recharging equipment, and the incremental costs associated with bulk alternative fuel purchases. Consideration, in ranking order, will be given to projects that:

* Offset the greatest amount of petroleum per year;
* Result in the greatest emissions reduction;
* Affect Clean Air non-attainment areas or areas targeted by the Energy Policy Act (EPAct) regulations;
* Result in new fueling or recharging facilities;
* Benefit more than one fleet;
* Provide a high level of visibility and innovation; and/or
* Comprise unique public/private partnerships.

Point of Contact

Patrick Bolton
Senior Project Manager, Alternative Fuels & Vehicles
NYSERDA
Phone (518) 862-1090 x3322
Fax (518) 862-1091
ppb@nyserda.org
http://www.nyserda.org/programs/transportation/

Alternative Fuel and Advanced Technology Vehicle Funding – New York City

The New York City Private Fleet Alternative Fuel/Electric Vehicle Program, administered by the New York State Energy Research and Development Authority (NYSERDA) in cooperation with New York City Department of Transportation, helps private companies and non-profit organizations operating vehicles in New York City to acquire alternative fuel and advanced technology vehicles. Funds are awarded on a competitive basis for up to 50% of the incremental cost of purchasing new light-duty natural gas vehicles (NGVs) or electric vehicles (EVs), and up to 80% of the incremental cost for purchasing new or converting medium- and heavy-duty NGVs (dedicated and bi-fuel), EVs, or hybrid electric vehicles. In addition, up to 50% of the costs for alternative fueling or EV charging station equipment and installation may be eligible.

Point of Contact

Patrick Bolton
Senior Project Manager, Alternative Fuels & Vehicles
NYSERDA
Phone (518) 862-1090 x3322
Fax (518) 862-1091
ppb@nyserda.org
http://www.nyserda.org/programs/transportation/

Alternative Fueling Infrastructure Tax Credit

A state tax credit is available for the installation of alternative fuel vehicle fueling infrastructure located in the state. The tax credit is equal to 50% of the cost of the infrastructure. This includes infrastructure for storing or dispensing an alternative fuel into the fuel tank of a motor vehicle powered by that fuel, as well as infrastructure used for recharging electric vehicles. Eligible alternative fuels include natural gas, liquefied petroleum gas, hydrogen, electricity, and any other fuel that is a least 85% ethanol or other alcohol. This credit does not apply after December 31, 2010. (Reference New York Tax Law 187-b)

North Carolina

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Grants

The Clean Fuel Advanced Technology (CFAT) project focuses on reducing transportation related emissions in North Carolina’s non-attainment and maintenance counties for National Ambient Air Quality Standards. Projects that are adjacent to areas may also be eligible if emissions will be reduced in the eligible counties. The project is funded by the North Carolina Department of Transportation, State Energy Office, and the Division of Air Quality, and covers three broad areas: education and outreach; project funding; and recognition of exemplary activities. Although funding is not currently available, future financial support may be available for AFVs, fueling infrastructure, idle reduction technologies, heavy-duty HEVs, heavy-duty buses, and diesel retrofits.

Point of Contact

Anne Tazewell
Alternative Fuels Program Manager
North Carolina Solar Center, North Carolina State University
Phone (919) 513-7831
Fax (919) 515-6159
cleantransportation@ncsu.edu

Alternative Fuel Vehicle (AFV) Grants

Grants from the North Carolina Department of Environment and Natural Resources Division of Air Quality are available for the incremental cost of purchasing Original Equipment Manufacturer AFVs, vehicle conversions, implementing idle reduction programs, and constructing or installing public alternative fueling facilities. More than $500,000 in funding is available.

Point of Contact

Anne Galamb
Environmental Specialist
Department of Environment and Natural Resources
Phone (919) 715-6296
Fax (919) 733-1812
anne.galamb@ncmail.net
http://www.daq.state.nc.us/motor/ms_grants

Alternative Fuel and Alternative Fuel Vehicle (AFV) Fund

The North Carolina State Energy Office administers an energy credit banking program which enables the state to generate funds from the sale of Energy Policy Act of 1992 (EPAct) credits. The monies generated by the sale of EPAct credits are deposited into the Alternative Fuel Revolving Fund (Fund), which enables state agencies to offset the incremental costs of purchasing alternative fuel, developing fueling infrastructure, and purchasing AFVs. Funds are distributed to state departments, institutions, and agencies in proportion to the number of EPAct credits generated by each. For the purposes of this program, the definition of alternative fuel includes biodiesel (minimum of 20% biodiesel or B20), ethanol (minimum of 85% ethanol or E85), compressed natural gas, propane, and electricity, and includes hybrid electric vehicles. The Fund also covers additional projects approved by the Energy Policy Council. (Reference North Carolina General Statutes 143-58.4, 143-58.5, 143-341(8)i, and 136-28.13)

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Loans

State and local government credit unions offer green vehicle loans for new AFVs and HEVs. The loans are offered at a 1% interest rate discount as compared to traditional new vehicle loan rates.

Oklahoma

Alternative Fuel Vehicle (AFV) Tax Credit

For tax years beginning before January 1, 2010, Oklahoma provides a one-time income tax credit for 50% of the cost of converting a vehicle to operate on an alternative fuel, or for 50% of the incremental cost of purchasing a new Original Equipment Manufacturer AFV. The state also provides a tax credit for 10% of the total vehicle cost, up to $1,500, if the incremental cost of a new AFV cannot be determined or when an AFV is resold, as long as a tax credit has not been previously taken on the vehicle. The alternative fuels eligible for the credit are compressed natural gas, liquefied natural gas, liquefied petroleum gas, methanol, and electricity. For qualified electric vehicles propelled by electricity only, the basis for the credit is the full purchase price of the vehicle. For vehicles also equipped with an internal combustion engine, such as a hybrid electric vehicle, the basis for the credit is limited to the portion of such motor vehicle which is attributable to the propulsion of the vehicle by electricity. For more information, see Oklahoma Income Tax Form 511CR (PDF 219 KB). (Reference Senate Bill 1558, 2008, and Oklahoma Statutes 68-2357.22) Download Adobe Reader

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans

The Oklahoma Department of Central Services has an Alternative Fuels Conversion Loan program to help convert government-owned fleets to operate on alternative fuels. This program provides 0% interest loans for vehicle conversions, for the construction of fueling infrastructure, and for the incremental cost associated with the purchase of an Original Equipment Manufacturer AFV. The program provides up to $10,000 per converted or newly purchased vehicle and up to $150,000 for the development or installation of fueling infrastructure. Repayment of the loan has a maximum seven-year period. If the price of alternative fuels does not remain below the price of the conventional fuel that was replaced, repayment is suspended. Eligible applicants include state and county agencies and divisions, municipalities, school districts, mass transit authorities, and public trust authorities. (Reference Oklahoma Statutes 74-130.4)

Alternative Fuel Vehicle (AFV) Loans

Oklahoma has a private loan program with a 3% interest rate for the cost of converting private fleets to operate on alternative fuels, for the incremental cost of purchasing an Original Equipment Manufacturer AFV, and for the installation of AFV fueling infrastructure. The repayment of the loan has a maximum six-year period.

Point of Contact

Carolyn Sullivan
Energy Program Manager
Oklahoma Department of Commerce, State Energy Office
Phone (405) 815-5347
carolyn_sullivan@odoc.state.ok.us

Oregon

Alternative Fuel Infrastructure Tax Credit Information

Business owners and others who invest in alternative fuel production and fueling infrastructure projects in Oregon may be eligible for a state tax credit of up to 50% of eligible project costs through the Business Energy Tax Credit Program. Some projects (e.g. propane, compressed natural gas, liquefied natural gas) may only qualify for a tax credit of 35% of eligible costs. The tax credit is filed over five years. For projects with eligible costs of $20,000 or less, the tax credit may be taken in one year. Unused credits can be carried forward up to eight years.

An eligible applicant (a project owner) must meet the following requirements:
1. Be a trade, business, or rental property owner with a business site in Oregon or be an Oregon non-profit organization, tribe, or public entity that partners with an Oregon business or resident;
2. Own or be the contract buyer of the project; and
3. Use the equipment or lease it to another person or business in Oregon.

Non-profit organizations, schools and other public entities that do not have an Oregon tax liability may participate in the Business Energy Tax Credit Program by using the Pass-through Option. Project owners may “pass-through” or transfer their tax credit project eligibility to a pass-through partner in exchange for a lump-sum cash payment. The Oregon Department of Energy determines the rate that is used to calculate the cash payment. The Pass-through Option is also available to a project owner with an Oregon tax liability who chooses to transfer his or her tax credit. For additional information on possible tax implications in using the Pass-through Option, please consult a tax professional.

(Reference Oregon Revised Statutes 316.116, 317.115, 469.160-469.180, and 469.185-469.225)
Point of Contact

Matt Hale
Clean Cities Coordinator
Columbia Willamette Clean Cities Coalition, Inc.
Phone (503) 373-7560
Fax (503) 373-7806
matt.hale@state.or.us
http://www.cwcleancities.org

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Tax Credit

The Oregon Department of Energy offers two income tax credits for AFVs and HEVs, one for residents and one for business owners. Oregon residents are eligible for a Residential Energy Tax Credit, which provides credits of up to $1,500 toward the purchase of qualified AFVs and HEVs; currently, flexible fuel vehicles are not eligible. A credit of up to $750 is also available for the cost of converting vehicles to operate on an alternative fuel.

Oregon business owners who invest in new HEVs for business use are eligible for a Business Energy Tax Credit of up to 35% of the incremental cost of the HEV. Business owners without an Oregon tax liability, non-profit organizations, and public entities may choose to transfer their tax credit eligibility to a business or individual with an Oregon tax liability in exchange for a cash payment equal to the pass-through rate at the time of application. Business owners with a tax liability may also choose to transfer their tax credit.

(Reference Oregon Revised Statutes 316.116, 469.160-469.180, and 801.375)

Point of Contact

Deby Davis
Program Analyst
Oregon Department of Energy
Phone (503) 378-4040 x291
Fax (503) 373-7806
deby.s.davis@state.or.us
http://www.oregon.gov/ENERGY/TRANS/hybridcr.shtml

Alternative Fuel Loans

The Oregon Department of Energy offers a loan program for energy efficiency, renewable resource, and alternative fuel projects. Eligible alternative fuel projects include fuel production facilities, dedicated feedstock production, fueling stations, and fleet vehicles. The program issues Oregon general obligation bonds to provide funds for the loans. Loan recipients must complete a loan application and pay a loan application fee. (Reference Oregon Revised Statutes 470.050)

Point of Contact

Jeff Keto
Assistant Director for Finance
Oregon Department of Energy
Phone (503) 373-7981
Fax (503) 373-7806
jeff.s.keto@state.or.us
http://egov.oregon.gov/energy/loans

Rhode Island

Alternative Fuel Vehicle (AFV) Loans

The Rhode Island Office of Energy Resources offers loans for up to five years, with low administrative fees, to state agencies and municipal governments to cover the incremental cost of purchasing original equipment manufactured AFVs.

Point of Contact

Tim Howe
Program Manager
Rhode Island Office of Energy Resources
Phone (401) 574-9104
Fax (401) 222-1260
timh@energy.ri.gov
http://www.energy.ri.gov/programs/efficiency.php

Electric Vehicle (EV) Tax Credit

A taxpayer entitled to a federal qualified EV tax credit is also entitled to a state tax credit equal to 25% of the federal qualified EV tax credit. (Reference Rhode Island Code 44-30-2.6)

Alternative Fuel Vehicle (AFV) Tax Exemption – Warren

The town of Warren may allow excise tax exemptions of up to $100 for qualified AFVs registered in Warren. Qualified vehicles must be primarily fueled by one of the following: an electric motor drawing current from rechargeable batteries or fuel cells; gas produced from biomass, where biomass is defined as any organic material other than oil, natural gas, and coal; liquid, gaseous or solid synthetic fuels produced from coal; or coke or coke gas. (Reference Rhode Island Code 44-34-14)

South Carolina

Alternative Fuel Vehicle (AFV) Tax Credit

A state income tax credit equal to 20% of the federal fuel cell, advanced lean burn, HEV, and AFV credits is available to South Carolina resident taxpayers who are eligible for and claim the federal credits. If the amount of the credit exceeds the taxpayer’s liability for the applicable tax year, any unused credit may be carried forward and claimed in the five succeeding taxable years. The state tax credit is calculated without regard to the phase out period limits of Internal Revenue Code Section 30(B)(f). (Reference South Carolina Code of Laws 12-6-3377)

Tennessee

Infrastructure Development Program

FastTrack Infrastructure Development Program funds may be used for alternative fueling infrastructure improvements. Funds may be used in situations where there is a commitment by certain private sector businesses to locate or expand in the state and to create or retain jobs for Tennesseans.

Point of Contact

Philip Trauernicht
Director, Program Management, Community Development
Tennessee Department of Economic and Community Development
Phone (615) 253-1903
Fax (615) 253-1870
philip.trauernicht@state.tn.us
http://www.state.tn.us/ecd/progman_tiip.htm

Texas

Clean Vehicle and Equipment Grants

The Texas Emissions Reduction Plan (TERP) provides grants for various types of clean air projects in 41 counties to improve air quality in the state’s non-attainment areas. Grants are available to purchase, convert, or repower on- and off-road vehicles and equipment. For complete information on the types of projects and expenses that may be eligible for a grant, refer to the TERP Web site. (Reference Texas Statutes, Health and Safety Code 386)

Point of Contact

Steve Dayton
Team Leader, Grant Contract Development
Texas Commission on Environmental Quality
Phone (512) 239-6824
Fax (512) 239-0077
sdayton@tceq.state.tx.us
http://www.terpgrants.org

Alternative Fuel Grants

The Texas Emissions Reduction Plan (TERP) provides grants for alternative fuel and advanced technology demonstration and infrastructure projects under the New Technology Research and Development (NTRD) Program, which provides incentives to encourage and support research, development, and commercialization of technologies that reduce pollution. For more information, see the NTRD Program Web site. The NTRD Program is administered by the Texas Environmental Research Consortium, with support from the Houston Advanced Research Center. (Reference Texas Statutes, Health and Safety Code 386)

Point of Contact

Yiqun Huang, PhD
Program Director, New Technology Research and Development
Houston Advanced Research Center
Phone (281) 364-4036
Fax (281) 363-7935
yhuang@harc.edu
http://www.harc.edu

Alternative Fuel Vehicle (AFV) Program Support and Technician Training

The Texas State Energy Conservation Office’s (SECO) Alternative Fuels Program provides administrative support for the U.S. Department of Energy’s Clean Cities program and U.S. Environmental Protection Agency’s Clean School Bus Program, grant writing training for public and private entities, and funding for training and certification program development to educate mechanics on the technical aspects of alternative fuel vehicles. SECO promotes the reduction of petroleum use through four technology areas: fuel blends, fuel economy, hybrid electric vehicles, and idle reduction. (Reference Texas Statutes, Government Code 2305.035)

Point of Contact

Mary-Jo Rowan
Program Manager
Texas State Energy Conservation Office, Texas Comptroller of Public Accounts
Phone (512) 463-2637
Fax (512) 475-2569
mary-jo.rowan@cpa.state.tx.us
http://www.seco.cpa.state.tx.us

Electric Vehicle (EV) Rebates

Central Texas Clean Cities and Austin Energy offer an EV rebate to Austin Energy customers who purchase qualifying EVs, electric scooters, or electric bicycles from approved dealers. Applicants may receive the following rebates: $500 for all-electric vehicles including neighborhood electric vehicles; $250 for all-electric scooters or motorcycles capable of achieving more than 40 miles on a single charge at street-legal speeds; $100 for all-electric scooters capable of achieving up to 20 miles on a single charge; and $150 for all-electric bicycles capable of achieving up to 20 miles on a single charge. Rebate funding is limited and valid until March 31, 2009.

Point of Contact

Stacy Neef
Clean Cities Coordinator
Central Texas Clean Cities Coalition
Phone (512) 482-5343
Fax (512) 482-5454
stacy.neef@austinenergy.com
http://www.cityofaustin.org/cleancities

Alternative Fuel Vehicle (AFV) Grants – Houston-Galveston

Congestion Mitigation and Air Quality (CMAQ) Program Grants are available through the Houston-Galveston Area Council, via the Greater Houston Clean Cities Coalition, for up to 75% of the incremental cost for purchasing new original equipment manufactured clean fuel vehicles, clean fuel vehicle conversions/repowers, or establishing publicly accessible alternative fueling infrastructure. This grant is for government and private entities in the eight-county Houston-Galveston non-attainment area.

Point of Contact

Christine Smith
Clean Cities Coordinator
Greater Houston Clean Cities Coalition
Phone (832) 681-2556
cleancities@h-gac.com
http://www.houston-cleancities.org

Utah

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Grants and Loans

The Utah Clean Fuels and Vehicle Technology Grant and Loan Program, funded through the Clean Fuels and Vehicle Technology Fund, provides grants to assist businesses and government entities in covering: 1) the cost of converting a vehicle to operate on clean fuels; 2) the incremental cost of purchasing an Original Equipment Manufacturer (OEM) clean fuel vehicle; and 3) the cost of retrofitting diesel vehicles with U.S. Environmental Protection Agency verified closed crankcase filtration devices, diesel oxidation catalysts, and/or diesel particulate filters. The Clean-Fuels Grant and Loan Program also provides loans for the cost of converting a vehicle to operate on a clean fuel, for the purchase of OEM clean fuel vehicle, and for the purchase of fueling equipment for public/private sector business and government vehicles. Finally, the program can provide grants and loans to serve as matching funds for federal and non-federal grants for the purpose of vehicles to operate on a clean fuel, purchasing OEM clean fuel vehicles, or retrofitting diesel vehicles. (Reference Utah Code 19-1-401 through 19-1-405)

Point of Contact

Mat Carlile
Energy Program Coordinator
Utah Department of Environmental Quality, Division of Air Quality
Phone (801) 536-4136
Fax (801) 536-0085
mcarlile@utah.gov

Clean Fuel Vehicle Tax Credit

The state provides an income tax credit for 50% of the incremental cost (up to $3,000 maximum) of a clean fuel vehicle built by an Original Equipment Manufacturer (OEM) and/or an income tax credit for 50% of the cost (up to $2,500 maximum) of converting the vehicle to operate on an alternative fuel for vehicles purchased after January 1, 2001, and registered in Utah. If not previously used, the tax credit may be claimed on used vehicles. Tax credits are available for businesses and individuals, may be carried forward up to five years, and are not available for hybrid electric vehicles. Documentation must be provided as described in the Utah state tax form TC-40V. Effective January 1, 2009, the credit amount for OEM vehicles will decrease to 35% of the vehicle purchase price (up to $2,500) for compressed natural gas vehicles registered in Utah; other clean fuel vehicles may be eligible for a credit of up to $750. (Reference House Bill 106, 2008, Utah Code 59-7-605 and 59-10-127)

Point of Contact

Mat Carlile
Energy Program Coordinator
Utah Department of Environmental Quality, Division of Air Quality
Phone (801) 536-4136
Fax (801) 536-0085
mcarlile@utah.gov

Incentive for Airport Alternative Fuels Use

The Salt Lake City Department of Airports provides incentives to commercial ground transportation providers who purchase and operate clean fuel vehicles exclusively using approved clean fuels (as designated by State of Utah Statute 59-13-102). Eligible vehicles are those that operate on compressed natural gas, propane, hydrogen, electricity, or hybrid electric vehicles. The incentives are in the form of a credit against ground transportation fees. Incentive credit amounts are $2,500 for each Original Equipment Manufacturer vehicle or certified vehicle converted to operate on an alternative fuel. (Reference Salt Lake City Department of Airports Clean Fuel Policy Number 10.07.100)

Point of Contact

Ann-Marie Yoshida
Accountant
Salt Lake City Department of Airports
Phone (801) 531-3525
Fax (801) 575-2817
ann-marie.yoshida@slcgov.com

Vermont

Alternative Fuel and Advanced Vehicle Research and Development Tax Credit

Vermont businesses, that qualify as a high-tech business, involved exclusively in the design, development, and manufacture of alternative fuel vehicles, hybrid electric vehicles, and electric vehicles (EVs) or energy technology involving fuel sources other than fossil fuels, are eligible for up to three of the following tax credits: 1) payroll income tax credit; 2) qualified research and development income tax credit; 3) export tax incentive; 4) small business investment tax credit; and 5) high-tech growth tax credit. Certain limits and restrictions apply. (Reference Vermont Statutes Title 32, Chapter 151, Section 5930k)

Virginia

Alternative Fuel Job Creation Tax Credit

Businesses involved with the manufacture of components for alternative fuel vehicles (AFVs), AFV conversions, or the production, storage, or dispensing of hydrogen as a vehicle fuel are eligible for a job creation tax credit worth $700 per full-time employee. The credit is allowed in the taxable year in which the job is created and in each of the two succeeding years in which the job is continued. Qualifying businesses include AFV component manufacturers and vehicle conversion companies. Qualified AFVs include vehicles that operate using natural gas, hydrogen, or electricity. This credit is effective for taxable years through December 31, 2011. (Reference Virginia Code 58.1-439.1)

Alternative Fuel Vehicle (AFV) Tax Reduction

Local governments have the option of reducing personal property taxes paid on AFVs, for vehicles that operate using natural gas, liquefied petroleum gas, hydrogen, or electricity. (Reference Virginia Code 58.1-3506)

Alternative Fuel Vehicle (AFV) and Fueling Infrastructure Loans

The Virginia Board of Education may use funding from the state Literary Fund to grant loans to school boards that convert school buses to operate on alternative fuels or construct alternative fueling stations. (Reference Virginia Code 22.1-146)

Washington

Alternative Fuel Vehicle (AFV) and Hybrid Electric Vehicle (HEV) Tax Exemption

Beginning January 1, 2009, new passenger cars, light-duty trucks, and medium-duty passenger vehicles that are dedicated AFVs are exempt from the state sales and use tax. Qualified vehicles must operate exclusively on natural gas, propane, hydrogen, or electricity, meet the California motor vehicle emissions standards effective January 1, 2005, and comply with the rules of the Washington Department of Ecology. In addition, all new passenger cars, light-duty trucks, and medium-duty passenger vehicles that utilize hybrid electric technology and have a U.S. Environmental Protection Agency estimated highway fuel economy of at least 40 miles per gallon are exempt from state sales and use tax. This tax exemption expires January 1, 2011. (Reference Revised Code of Washington 82.08.809 and 82.08.813)

Electric and Plug-In Hybrid Electric Vehicle Demonstration Grants

The Vehicle Electrification Demonstration Grant Program is established within the Department of Community, Trade, and Economic Development (CTED), and administered by the Director of the CTED. Eligible applicants are state agencies, public school districts, public utility districts, or political subdivisions of the state. Grants may be awarded to projects involving the purchase or conversion of existing vehicles to plug-in hybrid electric vehicles or battery electric vehicles for use in an applicant’s fleet or operations; additional eligibility requirements apply. (Reference Revised Code of Washington 43.325.110)

By joining Indianapolis, IN, Raleigh, NC, and Portland, OR, Denver will become a pioneer in the adoption of efficient vehicles.

When asked about Project Get Ready, Denver Mayor John Hickenlooper said, “Denver has a long history of developing innovative programs to address growing environmental challenges. Project Get Ready will help the city prepare for the coming influx of plug-in hybrid and electric vehicles and remain on the cutting edge of our country’s transition to a cleaner transportation infrastructure.”

Read the official press release.

The City of Denver is beginning to budget level 1 charge points across the city. Many of these will be existing outlets, so the city is developing signage that will make these areas highly visible to the public. As demand increases and these charge points are used with greater frequency, the city will consider upgrading to Level 2 outlets and charging station.

Updates – 10/16/09

Infrastructure Permitting:

The City and County of Denver has developed a plan to allow quick turnaround for private individuals or businesses to obtain permits to install vehicle charging stations.  Denver’s permitting and inspection officials have provided feedback and assurances regarding vehicle-charging technologies: a permit for a level 2 home charging unit should be easily obtainable though a simple, 15-30 minute walkthrough review, and they anticipate being able to provide next-day inspections.

Colorado Plug-In Vehicle Working Group:

A core working group of state, local and regional entities was recently formed to pursue the implementation of advanced plug-in, electric drive vehicles.  This group was formed to address and overcome the barriers associated with operating electric vehicles in the region and is committed to working toward the goal of having large numbers of advanced technology, clean plug-in vehicles operating in the region.  Current members of this core working group include:

• City and County of Denver
• City of Boulder
• Xcel Energy
• National Renewable Energy Laboratory
• Rocky Mountain Institute
• Denver Metro Clean Cities Coalition
• State of Colorado Governors Energy Office

Denver Metro Clean Cities Coalition:

In addition to the core working group described above, the Denver Metro Clean Cities Coalition is continuing to expand its role as the primary forum for regional collaboration on plug-in vehicle implementation.  At the October Coalition meeting local plug-in vehicle technology companies gave introductory presentations of their products and services, and a Plug-in Vehicle Open House event is being planned for November to provide local fleet managers a hands-on opportunity to learn the details about currently-available and up-coming technologies.

Denver Long-range Planning:

The City and County of Denver has also formed an internal, cross-agency work team to develop long-range goals and strategies for plug-in vehicle implementation, both for the City fleet as well as for the broader Denver community as a whole.

U.S.-China EcoPartnership:

The City and County of Denver is continuing to explore potential electric-vehicle implementation opportunities in Denver with Chang-an Motors through the US-China EcoPartnership program.

Outreach to the Business Community:

In 2010 Denver will be launching an effort to work more closely with local business districts and merchant associations on implementing sustainable transportation options, with a focus on promoting plug-in vehicle and infrastructure opportunities.  Businesses will be encouraged to adopt plug-in technology for their fleet vehicles as well as to provide public charging infrastructure to their customers.  Promotions will include information about technology options and available incentives, such as the Colorado tax credits available for purchasing plug-in vehicles and conversions (up to $6,000), and for constructing charging infrastructure.

A total of 12 communities and more than two dozen governmental and private business partners have joined Denver in a proposal to the U.S. Department of Energy called Funding Electric Vehicle Expansion in the Rockies or FEVER.

Project Get Ready Team Denver Summary:

The City of County of Denver has made a commitment to support the implementation of plug-in vehicle technology in Denver and throughout the region.  Denver has begun working with an array of other local and state-wide partners to identify opportunities to accelerate the integration of plug-in vehicles as well as developing regional vehicle charging infrastructure.   Working with the Denver Metro Clean Cities Coalition, almost 100 locations have already been identified as high-priority sites for vehicle charging infrastructure by the following local-government entities:

This effort has been enthusiastically supported by Xcel Energy, the Colorado Governor’s Energy Office, EEtrex, Burt Automotive, .the Colorado chapter of the Society of Automotive Engineers, and the Denver Electric Vehicle Council.   In addition to these partners, Denver is beginning the process of identifying and engaging with the full range of local stakeholders to develop a 5-year action plan to catalyze plug-in vehicle expansion in Colorado.

Denver is also participating in a U.S.-China “Eco Partnership” sponsored by U.S. Department of the Treasury.  The partnership includes the City and County of Denver, Ford Motor Company, the City of Chongqing, and Chang’an Motors.  Focused on the implementation of electric and plug-in hybrid vehicles, this partnership has, according to the Treasury, “the potential to significantly advance the global development of electric and plug-in hybrid vehicles.”
President Obama has set a target of 1 million PHEV on the road in America by 2015.  Based on the local vehicle market and projected vehicle implementation trajectories required to reach the President’s goal, it is estimated that Denver Metro Area should strive to have approximately 7,000 plug-in vehicles on the road by 2013. Supporting this goal is consistent with Denver’s ongoing commitment to addressing environmental challenges though innovation, leadership, and community action.

For more information on Denver’s Project Get Ready efforts, please contact:

Matthew Marshall

City and County of Denver

720-913-1516

Matthew.marshall@denvergov.org

Denver in the news:

abc 7 News

To view web links associated with the companies below, click here.

Charging Stations

eVco

Aerovironment

Coulomb Technologies

Shorepower

Ecotality

eTec

Project Better Place

Aker Wade Power Technologies

Clipper Creek Inc.

Park and Power

Connectors (software and communication platforms)

Gridpoint/V2Green

Arcadian Networks

Cisco

Current Communications Group

IBM

iTron

VPT

JCI

Coulomb Technologies

Project Better Place

GE

SemaConnect

Battery and Component Companies

A123 Systems

Electro Energy Inc.

Nanoexa

Nilar

Valence Technology

Electrovaya

Altairnano

Enerdel

Panasonic/ Sanyo

NEC/TOKIN

LG/STMicroelectronics

BYD

Vehicle Conversions

3ProngPower

AC Propulsion

Amberjac Projects

Hymotion

EnergyCS

Hybrids Plus

Project Get Ready Cities follow a general three step process in taking action to accelerate the adoption of plug-in vehicles in their communities.

1. Get Ready: Form a coalition of leaders in your community, including utilities, municipal government, citizen activists, auto dealers, transportation authorities, local employers. Select a “champion” for your coalition.
2. Get Set: Create a charter, or five year plan, for your city readiness with clear goals and milestones. Project Get Readyʼs menu can provide a foundation for this charter, which can be amended to fit your community. Share ʻlessons learnedʼ and progress in your region with other partner cities.
3. Go!: Start executing your charter.

In order to become an official Partner city, the ‘Get Ready‘ phase of the three step process must be completed. When cities sign on to Project Get Ready (PGR) we also ask that the local champion submit a one-page description of their plug-in readiness plans for us to post on the PGR website. This one-pager is basically an executive summary of a regional five year plan and should include the following components:

* Outline work in progress: What’s the current status of your region’s plug-in readiness efforts? Who’s currently involved?
* Who is and will be represented in your initiative: Moving forward, who will be partnering with your local PGR initiative?
* Goals/milestones: For years 2009-2013, what major milestones will your city/region reach? What goals must be attained to reach these milestones?
* Working groups: If possible, outline initiative working groups that will be facilitating action in your region (vehicle acquisition or infrastructure planning for example).
* Contact information for regional champion.

What’s next?

Partner cities have also asked us to break down the ‘Get Set’ and ‘Go’ steps of PGR. Once a city has written their one-page description plan the following steps are recommended:

* Convene regional coalition of stakeholders to discuss the PGR menu, work through each ‘must have’ line item, describe how to make each item regionally specific and attach action items with a leader to drive deliverables (include stakeholders such as city administrators, state/province representatives, planning department members, building/inspection officials, local business leaders, car dealers, utility representatives, fleet owners etc).

* The local champion then develops the first iteration of a 5-10 page charter outlining a 5 year plan and defining working groups, milestones and goals. For example, in Raleigh the following steps were taken:

1. A meeting in Raleigh was convened  where each ‘must have’ line item of the PGR menu was addressed in 4 discussion groups: vehicle acquisition, infrastructure planning, project structure and consumer adoption. Each menu item was discussed and reformatted to be “Raleigh specific”. During this time the following questions were answered: Who in Raleigh could make this action item
happen? What regulations/laws would need to change/be activated? What are potential funding sources? Who else in this region should be involved in this discussion? What next steps need to be pursued in order to execute? Who will be responsible for these next steps? When do these next steps need to be completed?

2. Based on this meeting, the Raleigh champion is writing up a 5-10 page charter. It is the 5-year plan for Raleigh readiness, with milestones, goals, and it defines four working groups. The first is a builders forum (to interact with developers, contractors, etc.), then a charging infrastructure group, a fleet purchasing group, and a citizen outreach/education group. Working groups may differ depending on the region!

* After an initial charter has been drafted, convene a wider group of stakeholders to gain feedback, iterate and finalize the charter.
* Gain signatures of regional stakeholders on charter essentially saying: “I believe that this is the best path forward and will support region x’s Project Get Ready effort by doing y (funding working group 4 with $2000, for example)”.
* Share progress and lessons learned with Project Get Ready and participating cities/regions.
* Execute!

For a list of companies active in the plug-in space, click here.

(NEV)- Neighborhood electric vehicle

(EREV)- Extended-range electric vehicle

(PHEV)- Plug-in hybrid electric vehicle

(EV)- Electric vehicle

Available now
BMW Mini-E (EV)
Columbia ParCar Mega (NEV)
Chrysler Global Electric Motorcars (NEV)
Miles Electric ZX40 (NEV)
Myers NmG (NEV)
REVAi (available in India) (EV)
Tesla Roadster (EV)
Think City (available in Norway) (EV)
ZAP Xebra (NEV)

Late 2009
Fisker Karma/Sunset (EREV)
Mitsubishi iMiEV (to be available in the U.K.) (EV)

2010
Pininfarina B0 (EV)
BYD E6 (EV)
Chevy Volt (EREV)
Daimler Smart EV (pilot testing now in the U.K.) (EV)
Ford Transit (EV)
Lightning GT (available in the U.K.) (EV)
Miles Electric XS500 (EV)
Optimal Energy Joule (EV)
Persu Mobility (only in California) (PHEV)
Saturn Vue (PHEV)
Toyota Prius Plug-in (PHEV)
Visionary Vehicles (PHEV)

2011
Ford Focus EV (EV)
Opel Ampera (EREV)
Renault ZE (EV)

2012
Bright Automotive (PHEV)
Nissan (EV)
Toyota FT-EV (EV)
Venturi Volage (only 25 to be built) (EV)
Volvo ReCharge (PHEV)

To review an additional resource outlining current funding and procurement opportunities, browse the ITECS insider website.

To view a detailed breakdown of plug-in related stimulus grants as of March 26, 2009, click here.

Overview of implications of American Recovery and Reinvestment Act for plug-in vehicles (by Laura Schewel)

• $2 billion for advanced battery manufacturing,
• 30% credit for advanced energy investments, such as plug-in vehicle manufacture,
• A credit of $2,500 to $7,500, depending on size of battery,1 for electric-drive vehicles under 14,000 pounds GVWR sold after December 31, 2009:
  • The credit will phase out by maker. Each maker will get to give their consumers 100% credit  for 200,000 vehicles, and all additional vehicles sold in the first quarter after the quarter containing the date at which the manufacturer hits the 200,000 limit. The “phaseout” period begins in the following quarter.
  • In the first and second quarter of the “phaseout,” all consumers buying electric-drive vehicles sold by this manufacturer get 50% of the previous credit.
  • In the third and fourth quarter of the “phaseout,” all consumers buying electric vehicles sold by this manufacturer get 25% of the previous credit.
  • After the fourth quarter, there is zero credit for electric drive vehicles from this manufacturer.
  • There does not appear to be a termination date for this portion of the bill (unlike the low speed and conversion kit terminations.
  • There does not appear to be a limit to the number of vehicle manufacturers that can qualify for this process.
• 10% credit for low speed electrified vehicles, up to $2,500 until December 31, 2011.
• 10% separate consumer tax credit for 2-3 wheeled vehicles (up to $25,000 for a $2500 tax credit). This incentive helps the already available vehicles including electric motorcycles and enclosed 3 wheelers like Aptera, Persu Mobility, and Myers Motors. Vehicles must have a minimum of 2.5 kWH or battery energy.  Sunsets 12/31/2011.
• $400 million for deployment of plug-in infrastructure and vehicles.
• $300 million to regional deployment of electric drive and alternative fuel vehicles.
• $300 million for the federal purchase of commercially available high-efficiency vehicles (including hybrid, plug-in hybrid, and battery electric vehicles) to remain available until September 30, 2011.
• 10% credit for conversion kits up to $40,000 credit until December 31, 2011. To qualify, conversion kits must still meet Clean Air requirements.
• $10 million additional for administration of Advanced Technology Vehicles Manufacturer Loan Program and $6 billion additional to Innovative Technology Loan Guarantee program which could go to plug-ins.
• $54M for tax credits on Alternative Refueling Property (including EV/PHEV charging: they raised the limit from 30% and $30,000 to 50% and $50,000 until 1/1/2011)
• Increased the residential refueling property tax credit to 50% capped at $2000. This is a TARP modification.

Carbon Day Automotive, a division of Carbon Day headquartered in Chicago is partnering with ComEd, City of Chicago, Clean City Coalitions of Chicago, Plug in Partners, EDTA, The Clinton Foundation, The Illinois Institute of Technology, EVTransportal, Fox Valley Electric Car Association, Illionois Manager Association, Wanxiang Solar, Hybrid Electric Vehicle Technologies Inc and many more to get ready for plug-ins.

To learn more about Chicago’s progress and five year plan visit www.carbonday.com or contact Benjamin Lachman (BenL@carbonday.com).

Chicago in the news:

Coulomb Technologies and Carbon Day Automotive Unveil Solar Plug-In Station in Chicago

Toronto has formally launched their EV300, which will create a buyers club offering electric vehicle repair services, charging infrastructure and performance monitoring. The plan has a strong emphasis on peer to peer technical support and will be informed by heavy analysis of EV fleet potential, as well as the impacts of weather on battery and vehicle performance.

Toronto Hydro will conduct vehicle-to-grid studies by deploying smart meters and analyzing grid interaction on a “Time of Use” pricing structure.

Updates – 10/15/09
The Toronto Atmospheric Fund’s EV300 Initiative aims to get a critical mass of at least 300 electric vehicles on the road in the Greater Toronto Area by 2012, putting the region on the path to full-scale electric mobility. By participating in the EV300 initiative, public and private fleets, local electricity distribution companies and municipal partners can gain access to electric vehicles, secure servicing and technical support, establish charging infrastructure, better understand vehicle-grid integration, monitor performance and advance EV-friendly policies.

This program is a great way for organizations to explore the potential benefits of electric vehicles without the risks of a “go it alone” approach. Economies of scale and knowledge sharing are just some of the benefits of our joint approach to procuring, maintaining and monitoring electric vehicles. The EV300 Initiative will also give us the influence to address practical and policy barriers to electric vehicle procurement and use, thereby significantly leveraging the value of each organization’s individual investment.

For more information or to get involved in EV300, please contact Ben Marans at 416 393 6367 or bmarans@tafund.org

The Toronto Atmospheric Fund (TAF) is an independent agency of the City of Toronto with a mandate to finance and advance greenhouse gas (GHG) emission reduction strategies and technologies.  TAF leverages the Mayor’s and City Council’s commitment to reducing GHG emissions 30% by 2020 and 80% by 2050 below 1990 levels, and has been a key part of the City’s leadership in the area of climate change.

Established in 1991, TAF was the world’s first municipal climate agency dedicated to financing initiatives that combat global climate change and improve air quality, with three main tools to advance our GHG reduction mandate:

1.    Grants to community and public sector projects;
2.    Investment in transformative private sector projects; and
3.    Direct program delivery in strategic areas in a manner that leverages our position in the City, our resources and our partners.

TAF’s FleetWise Program focuses on reducing greenhouse gas emissions associated with cars and light trucks, recognizing they contribute more than a quarter of the City of Toronto’s emission profile.  In keeping with TAF’s experience in incubating, field testing and evaluating technology options which address climate change and air pollution, the FleetWise Program activities to date have included:

➢    Financing the Toronto Plug-in Hybrid Electric Vehicle (PHEV) Pilot, designed to test the fuel economy and emissions performance of PHEV technology in public and private fleets (report due July 2009).

➢    A grant to the Associated Toronto Taxicabs of Toronto for a Hybrid Taxi Pilot to develop the business case for the adoption of hybrid taxi cabs in Toronto, with the results to be shared amongst industry stakeholders and municipal policymakers (report due July 2009).

➢    A multi-year grant to the City of Toronto Fleet Services to develop a Green Vehicle Evaluation & Selection Tool in collaboration with other fleet managers. This decision-making tool will help to monitor and evaluate the performance of low-emission vehicles and assist with purchasing policies and decisions.

➢    A grant to Pollution Probe, a local ENGO, to work with experts and stakeholders to identify the main elements that would comprise an effective Electric Mobility Master Plan for the City of Toronto.

➢    Active participation in several federal, provincial and municipal consultations on EVs, smart grid applications and green fleet planning.

TAF joined the Rocky Mountain Institute’s Project Get Ready initiative in April 2009 as the first Canadian municipality to publicly commit to a plug-in future.  PGR offers Toronto leadership and access to technical, policy and fiscal expertise as public and private fleets and individual Torontonians to explore and begin to welcome plug-in vehicles.

Going forward, TAF’s FleetWise program will continue to demonstrate Toronto’s commitment to integrating electric vehicles into our sustainable transportation vision. By working initially with public and private fleets, we will build knowledge and capacity regarding charging infrastructure, grid connectivity, EV servicing/maintenance, performance monitoring and reporting and we will actively identify and address policy barriers and work to secure favourable incentives and financing tools to further position Toronto as a welcome, active and supportive market for plug-ins.

Contact

Ben Marans
Manager of Grants & Special Projects
bmarans@tafund.org
416 393 6367

Toronto in the news:
Toronto Star

CTV