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Alternative Fueled Vehicles (AFV)
December 1997 - TI#16227 |
Introduction
The purpose of this Fact Sheet is to summarize the Regulatory and Policy drivers mandating purchase and use of AFVs; compare and contrast various requirements; and summarize the advantages and disadvantages of various alternative fuels.
The Clean Air Act
Comparison of Clean Air Act and Energy Policy Act Requirements
TABLE 1 - Comparison of CAA and EPACT AFV Requirements Requirement Clean Air Act Energy Policy Act Persons Affected Public or private fleet owners or operators with 10 or more vehicles centrally fueled or capable of being centrally fueled 100% of the time. "Persons" who own, operate, lease or control at least 50 vehicles in the United States (centrally fueled or capable of being centrally fueled), primarily operated in a Consolidated Metropolitan Statistical Area (CMSA) with a 1980 population of 250,000 or more. Areas Affected Metropolitan areas with 1980 populations of 250,000 or more and designated by EPA as being in serious, severe, or extreme non-attainment of either ambient ozone or carbon monoxide standards. More than 120 cities with 1980 populations of 250,000 or more. Fleets Affected Ten or more heavy-duty vehicles or light-duty passenger cars or trucks operated in an affected area. Fleets of 20 or more light-duty vehicles capable of being centrally fueled that are owned, operated, leased, or controlled by a governmental entity or by another person who controls 50 or more such vehicles. AFV Purchase Requirements Affected fleets need to buy alternative fuel vehicles as a percentage of new purchases beginning in 1998.
Executive Orders
EO 13031, "Federal Alternative Fueled Vehicle Leadership," superseded EO 12844 on 13 December 1996. This EO requires each Federal agency to develop and implement aggressive plans to fulfill the AFV acquisition requirements established by the Energy Policy Act. These requirements apply to all agencies, regardless of whether they lease vehicles from GSA or acquire them elsewhere. It further states, "To the extent practicable, agencies shall use alternative fuels in all vehicles capable of using them." Under this EO, Agencies must prepare and submit annual reports on the status of AFV acquisition substantiated with quantitative data which includes the numbers and types of vehicles acquired. Exemptions claimed for Law-Enforcement, Emergency, or National Defense Vehicles, must be explained in the report.
Acquisition requirements may be fulfilled by leasing from the General Services Administration, acquisition of original equipment manufacturer models, commercial lease, conversion of conventionally fueled vehicles, or any combination of these approaches. Conversion of an existing conventional gasoline- or diesel-powered vehicle to an AFV shall be treated as the purchase of an AFV. All vehicles, including those converted for alternative fuel use, shall comply with all applicable Federal and state emissions and safety standards.
EO 13031 authorizes vehicle reporting credits, stating that the gains in air quality and energy security this Order seeks to achieve will be even larger if medium- and heavy-duty vehicles are operated on alternative fuels, and if "zero-emissions vehicles" are used. However, it does not provide for funding of AFVs, stating "Agencies shall formulate their compliance plans based on existing and requested funds, but shall not be exempt from the requirements of the Act or this Order due to limited appropriations."
Alternative Fueled Vehicle Acquisition, Conversion, and Lease Processes
Acquisition of original equipment manufacturer AFVs, regardless of fuel type, is accomplished through the Vehicle Priority Buy (PRIBUY) Program described in AFI 24-301, "Vehicle Operations," Chapter 5, "Vehicle Authorization." In short, each transportation squadron annually assesses the base fleet and, with Wing Logistics, prioritizes the number and types of vehicles which are eligible for replacement. Using guidance provided by the Air Force Alternative Fueled Vehicle System Program Office (AFVSPO), the Warner Robins Air Logistics Center Support Equipment and Vehicle Management Directorate (WR-ALC/LEV), and the parent MAJCOM, bases request the appropriate number and mix of AFVs to meet mandated levels. MAJCOMs in turn compile and prioritize the inputs from their bases for submission to WR-ALC. Funding issues are resolved by HQ USAF/ILSR.
Another means for meeting AFV mandates is conversion of existing vehicles to a compressed natural gas bi-fuel configuration. To meet Environmental Protection Agency requirements, the AFVSPO Central Kit Procurement contract must be used for conversions.
Bases may also use long-term leases to satisfy requirements for AFVs. Leases are generally supported with local operations and maintenance funds. Several vehicle types are available through the General Services Administration. Refer to AFI 24-301, Paragraph 5.10.12, for specific instructions.
Bi-fueled and flex-fueled AFVs (vehicles which can run on either conventional or alternative fuels, or a combination of both) are not good candidates for use at installations where there are no on-base or nearby off-base alternative fueling facilities. In this case, the vehicle will simply be operated on conventional fuel negating any benefit of using alternative fuel. AFVs already assigned to these installations should be considered for redeployment to areas where appropriate alternative fuels are readily available. Drivers of bi-fuel and flex-fuel AFVs should receive training emphasizing the importance of refueling with alternative fuel.
If bi-fuel or flex-fuel AFVs are usually driven on or near an installation that has an appropriate on-base alternative fueling facility, or a formal agreement to use a nearby public or private alternative fueling facility, the AFV should be refueled at the alternative refueling facility. Bi-fuel or flex-fuel AFVs used under these conditions should achieve nearly 100% use of alternative fuel, and 0% use of petroleum-based fuel. If there is a nearby public or private alternative fueling facility, but no formal agreement regarding its use has been established, bases should try to establish an economically advantageous use agreement. In the interim, if bi-fuel or flex-fuel AFVs are usually driven near a public or private alternative fueling facility, they should be refueled at this facility to the greatest extent possible. If such vehicles are routinely driven off-base for substantial distances, the drivers should be provided with a directory and map highlighting the locations of appropriate alternative fueling facilities along their routes. Directories and maps may be obtained from the following sources:
American Gas Association
Local Utilities (Natural Gas and Electric) may have regional directories and maps of alternative fueling facilities.
Across the Department of Defense, there exist examples where Base Commanders have significantly lowered alternative fuel refueling infrastructure costs by partnering with utilities or third party providers. Base Commanders have leveraged their fleets to encourage construction of commercial alternative fuel facilities nearby and, in some cases, have partnered to have construction of privately owned facilities that serve both the base and the public within the base boundary.
Installation of alternative fuel refueling facilities may require compliance with the requirements of Section 112 (r) of the Clean Air Act Amendments, Risk Management Programs for Chemical Accidental Release Prevention. Under these requirements, installations must prepare a risk management plan whenever storage of regulated substances, such as propane, exceeds a threshold amount (10,000 pounds for propane). The risk management plan must include sources and process information, an off-site consequences analysis, a 5-year history of accidental releases, an integrated prevention program to manage risk, and an emergency response program. The complete regulatory framework is found in Title 40 CFR Part 68, "Chemical Accident Prevention Provisions." Contact PRO-ACT for example plans and more information on these requirements.
Compressed Natural Gas (CNG) Vehicles
Personnel at the Headquarters Air Force Civil Engineer Support Agency (AFCESA) recommend locating an installation CNG refueling facility as close as possible to the point where the main CNG line enters the base. This is because CNG refueling requires a high pressure CNG source. The higher the pressure of the CNG source, the less energy is required to further compress the CNG to refueling pressure. Typically, the highest pressures are encountered in the main line as it enters the installation. CNG refueling facilities can be located in a shed in warmer climates; however, they must be enclosed in northern areas. AFCESA experts warn high volume refueling may require system pressure progressively declines if not given sufficient time to recharge. The preferred method of CNG fueling is for individual vehicles to be refueled overnight. Much less hardware is required and it is much less expensive than a dedicated refueling facility. If Your vehicles are normally idle for eight hour (overnight), individual refueling will save a considerable amount of money. (Remember, there are no Air Force or MAJCOM funds set aside for construction of AFV refueling facilities.)
Alternaive Fuels
Methanol - Produced from natural gas using proven technology, methanol is a convenient liquid fuel. As a blend of 85% methanol and 15% gasoline (M85), methanol is a fuel for which vehicle manufacturers can easily design either a dedicated or Flexible Fuel Vehicle (FFV) that will out-perform an equivalent gasoline vehicle. Disadvantages of methanol include low energy density (meaning there is less energy available per gallon when compared to gasoline) and unfavorable cold start characteristics. The range of methanol fueled vehicles is approximately 50% less for the same size fuel tank because of the lower energy density. Fueling procedures are very similar to gasoline. Note: This fuel is corrosive and should only be used in vehicles designed or modified to use it.
Ethanol (ethyl alcohol) - Like methanol, ethanol is a liquid fuel that can be quite readily used, with few problems, in vehicles. Disadvantages of ethanol are the same as methanol, and it should only be used in vehicles designed or modified for ethanol use. A gallon of ethanol contains only about two-thirds the energy of one gallon of gasoline; therefore, range is about 33% less than gasoline powered vehicles with the same size fuel cell. However, performance is just about the same as with gasoline. Fueling is also similar to gasoline.
Natural Gas - The physical makeup of natural gas tends to make it a low emission fuel. Natural gas contains virtually no nitrogen or sulfur and does not mix with oil. It will not foul engine combustion chambers, engine oils, or spark plugs as readily as gasoline. Natural gas may help reduce the deterioration of emissions control devices common to gasoline-powered automobiles. Furthermore, the use of natural gas would prove strongly beneficial in combating ozone pollution. Compressed Natural Gas (CNG) has been condensed under high pressures in a container, typically between 2000 and 3600 pounds per square inch (psi). The gas expands when released for use as a fuel. Performance of a CNG powered vehicle is approximately the same as gasoline powered vehicles; however, range is less than 50% that of gasoline powered vehicles. Fueling can be accomplished by either fast (approximately 5 minutes) or slow (usually overnight) methods. Fast methods require additional infrastructure to support refueling. Liquefied Natural Gas (LNG) can also be a fuel source. LNG is natural gas which has been cooled to approximately minus 260 degrees where it can be stored in its liquid state at atmospheric pressure. It can then be transferred to insulated fuel tanks on vehicles and used in the same manner as CNG. The advantages of LNG is the fuel tanks are considerably lighter than similar capacity CNG tanks. LNG can also be used as feed stock for production of CNG. LNG fuel handling and transfer requires special cryogenic equipment to maintain the fuel in the liquid state and minimize boil off and resulting fuel loss during storage and transfer.
Liquefied Petroleum Gas (LPG) - This is the most common alternative fuel in the United States. It is a gas at ambient (normal) temperatures and pressures. Under storage pressures, about 100 to 300 psi, it is a liquid. LPG is composed primarily of propane, with lesser amounts of butane and other hydrocarbons. It is a by-product of natural gas processing and petroleum refining. Performance of LPG fueled vehicles is about 25% less than gasoline powered vehicles. Fueling is accomplished with a leak-tight pressurized connection between the fuel nozzle and the vehicle. Otherwise it is similar to pumping gasoline.
Electricity - Electric vehicles are an exciting concept because they emit virtually no air pollutants. However, the goal of pollution reduction is accomplished only if the power charging the batteries is not derived from a coal-fired power plant. Unlike combustion engines, electric motors do not continue running when the vehicle is stopped, thereby conserving energy in stop-and-go traffic. Disadvantages include high cost and short traveling range, usually about 50 miles per charge. Recharging is dependent upon the power requirements of the batteries. Some vehicles require 120, 240, or 440 volt AC power sources, and usually take from 4 to 8 hours to fully recharge. Quick charge systems are under development. Hybrid Electric Vehicles (HEV) are also available. HEVs combine electric drive trains with conventional (gas or diesel) or alternative fuel drive trains to achieve higher energy efficiency when compared to conventional vehicles.
Hydrogen - Hydrogen fueled vehicles emit virtually no hydrocarbons, particulates, carbon dioxide, or carbon monoxide. The only significant air pollutant emitted by a hydrogen-fueled vehicle is nitrogen oxide. Because hydrogen vehicles emit no carbon dioxide, they are viewed as an especially attractive option for reducing global warming trends. These vehicles are still in the research stage and are not generally available. A disadvantage of hydrogen-fueled vehicles is flammability.
Acquisition of alternative fueled vehicles (AFV) within the United States and the Department of Defense is mandated by Federal Legislation and Executive Order. Under these mandates, the Air Force is required to plan, program, purchase, and utilize alternative fueled vehicles and establish access to refueling facilities. The applicable Acts and Orders accomplish two main goals. First, purchase and use of AFVs reduces our national dependence on traditional petroleum based fuels and reduces the demand for imported oil, thus increasing overall national security. Second, use of AFVs reduces emissions of air pollutants such as volatile organic compounds which, with nitrogen oxides, lead to formation of ground level (tropospheric) ozone.
Legislation and Executive Orders
The Energy Policy Act of 1992
The Energy Policy Act of 1992 (EPACT) is the result of a wide ranging legislative effort designed to implement overall national energy policy. The purpose of the Act is to increase United States energy security by establishing National goals for energy efficiency and fossil fuel use reduction. EPACT includes legislation establishing purchase and use of AFVs for certain types of vehicle fleets and allows only the use of alternative fuels to satisfy fleet requirements. It provides incentives to manufacturers of AFVs and encourages conversion of gasoline and diesel powered vehicles to alternative fuels. Under EPACT, affected Federal Fleet owners are required to meet purchase goals as a percentage of new vehicle acquisitions.
The Clean Air Act of 1963 (CAA) and subsequent amendments seek to improve our Country's air quality by specifying programs to control and reduce emissions of air pollutants. The 1965 Motor Vehicle Air Pollution Control Act extended Federal air pollution control requirements to new vehicles. Additional amendments to the Clean Air Act occurred in 1970, 1977, and 1990. Title II of the 1990 Clean Air Act Amendments (CAAA) specified requirements for development of reformulated vehicle fuels for use in severe carbon monoxide and ozone non-attainment areas. The CAAA of 1990 also specifies alternative fueled vehicle acquisition requirements for various types of fleets based mainly on the air emission attainment status of the area in which the fleet vehicles are operated. Designated areas are identified by the Environmental Protection Agency (EPA) in conjunction with the state in which the fleet is operated. Individual state plans should be consulted for AFV procurement requirements, if any.
Air Force vehicle fleets and associated AFV requirements may be specified by the EPACT, the CAA, both, or neither. Both laws apply only to Consolidated Metropolitan Statistical Areas (CMSA) with populations of 250,000 or more. CMSAs are established by the U.S. Census Bureau and may extend a substantial distance beyond a named city limit. State officials can provide information on the boundaries of a CMSA. The CAA further narrows its scope to CMSAs with the most difficult ozone and carbon monoxide pollution problems (as established by the States in conjunction with the EPA). If a fleet operates in a CMSA covered by the CAA, then both the CAA and the EPACT apply. If a fleet operates in a CMSA not covered by the CAA, then only the EPACT applies. Furthermore, the laws apply only to fleets which are centrally fueled, or capable of being centrally fueled. Both laws have certain common exemptions for vehicle categories and operating conditions. Exempt categories are:
Table 1 shows a comparison of EPACT AFV requirements with those of the CAA and its amendments.
Federal agencies must purchase AFVs. Goals for acquisition of AFVs are as follows:
Fiscal Year 1996: 25%
Fiscal Year 1997: 33%
Fiscal Year 1998: 50%
Fiscal Year 1999: 75%
Executive Order (EO) 12844, "Federal Use of Alternative Fueled Vehicles," 21 April 1993, tasked Federal government agencies to exercise leadership in the use of AFVs. Each agency was required to adopt aggressive plans to substantially exceed the AFV purchase requirements established by the Energy Policy Act. The Federal fleet vehicle acquisition program was structured with the objectives of: a) continued reduction in the incremental cost associated with specific vehicle and fuel combinations; b) long-term movement toward increasing availability of AFVs produced as standard manufacturers' models; and c) minimizing life cycle costs in the acquisition of AFVs.
All alternative fuel vehicle acquisitions, conversions, and leases must be coordinated through the Fleet Management Office of the host base transportation squadron.
Advantages and Disadvantages of AFVs
One of the main problems with acquiring AFVs is establishing refueling facilities. In many cases, new construction or vendor agreements must be negotiated to provide an infrastructure to successfully operate an AFV fleet. Partnering for construction of alternative refueling facilities with other Federal agencies, State governments, or commercial fleet owners of AFVs is possible. However, be cautious of agreements that require payment of exorbitant fuel prices for long periods, or that provide for exorbitant penalties in the event specified alternative fuel usage levels are not met. The Department of Energy's "Clean Cities Program" has established AFV stakeholder organizations in over 50 metropolitan areas. These organizations may be helpful in identifying innovative methods to develop alternative fuel facilities and agreements. The National Clean Cities Hotline number is (800) 224-8437.
General Services Administration (Directory)
Infrastructure
Federal Supply Service
Fleet Management Division (FBF)
Washington, DC 20406
(Natural Gas Station Directory)
Products and Services
1515 Wilson Blvd.
Arlington, VA 22209
In an effort to ease the transition to alternative fuels and vehicles, Congress included provisions in the Alternative Motor Fuels Act (AMFA) to encourage public use of government operated alternative fuel refueling sites. Under these provisions, all Federal activities are required to provide public access to government owned alternative fuel refueling sites "to the extent practicable." In determining if public access is practicable, Base Commanders must evaluate public availability of commercial or other private facilities in the vicinity; base security and safety standards, conflicting State and local laws (if any) and the cost to the government to maintain public access and conduct such sales of alternative fuels. In most cases, these additional AMFA requirements will preclude public access.
In a conference presentation by the AFVSPO, it was suggested that compressed natural gas (CNG) is the preferred alternative fuel; however, there are no requirements directing the use of CNG over other alternative fuels. If CNG vehicles are procured, a plan for vehicle refueling must be inplemented and the user should consider that CNG facilities can be expensive to build and maintain.
The Defense Fuel Supply Center (DFSC) purchases all Department of Defense (DoD) fuels, including alternative fuels. DFSC personnel keep abreast of fuel rates and can act as your purchasing agent for alternative fuels. While the costs associated with alternative fuels can fluctuate depending on the type of fuel and your location, the effectiveness of the following fuels is reasonably well known. These fuels have been tested for safety in vehicle use and found not to be any more of an explosive hazard than gasoline when properly used and transferred.
| Sedans | |||||
| Manufacturer | Std Item | Nomenclature | NSN | AFV System | Fuel |
| Ford | 10B | Midsize Sedan | 2310-01-074-7736 | Flex Fuel | E85 |
| Ford | 10B | Midsize Sedan | 2310-01-074-7736 | Flex Fuel | M85 | Ford | 9C | Compact Sedan | 2310-01-096-3343 | Bifuel | CNG | Ford | 11B | Large Sedan | 2310-00-580-2919 | Dedicated | CNG | Ford | 17A | LE Sedan, Large | No NSN | Dedicated | CNG | Honda | 8C | Subcompact | 2310-01-434-2235 | Dedicated | CNG |
| Light Trucks | |||||
| Chrysler | 20 | Carryall, 7 Pax | 2320-01-173-6113 | Flex Fuel | ETHANOL |
| Ford | 24 | Carryall, 15 Pax | 2320-01-036-6569 | Dedicated | CNG |
| Ford | 32 | Cargo Van | No NSN | Dedicated | CNG |
| Ford | 34 | Cargo Van | No NSN | Dedicated | CNG |
| Ford | 34 XL | Cargo Van | No NSN | Dedicated | CNG |
| Ford | 42 | 3/4 Ton Pickup | No NSN | Dedicated | CNG |
| Freightliner | 184 | Multistop | 2320-00-177-1538 | Dedicated | CNG |
| Freightliner | 184 | Multistop | 2320-00-177-8093 | Dedicated | CNG |
| Ford | 21 | Carryall, 8 Pax | 2320-00-879-7662 | Bifuel | CNG |
| Ford | 24 | Carryall, 15 Pax | 2320-01-036-6569 | Bifuel | CNG |
| Ford | 34 | Cargo Van | No NSN | Bifuel | CNG |
| Ford | 34 XL | Cargo Van | No NSN | Bifuel | CNG |
| Ford | 41 | 1/2 Ton Pickup | 2320-00-540-1428 | Bifuel | CNG |
| Ford | 42 | 3/4 Ton Pickup | No NSN | Bifuel | LPG |
| Ford | 46 | 1/2 Ton Pickup 4X4 | 2320-00-811-6869 | Bifuel | LPG |
| Ford | 60 | Ranger | 2320-01-436-7597 | Conductive | ELECTRIC |
| GM | 60 | S10 | 2320-01-436-7597 | Inductive | ELECTRIC |
| Buses | |||||
| Bluebird | 332B | 44 Pax Front Engine | 2310-01-357-8986 | Dedicated | CNG |
| Bluebird | 338B | 44 Pax Rear Engine | 2310-01-372-1822 | Dedicated | CNG |
| Bluebird | 332F | 44 Pax Front Engine | 2310-01-357-8986 | Inductive | ELECTRIC |
| Bluebird | 338F | 44 Pax Rear Engine | 2310-01-372-1822 | Inductive | ELECTRIC |
| Metrotrans | 342B | 16 Pax, Cutaway | 2310-01-186-2924 | Dedicated | CNG |
| Metrotrans | 342C | 16 Pax, Cutaway | 2310-01-186-2924 | Dedicated | LPG |
| Metrotrans | 346B | 24 Pax, Cutaway | 2310-01-382-3919 | Dedicated | CNG |
| Metrotrans | 357C | 24 Pax, Cutaway | 2310-01-382-3919 | Dedicated | LPG |
What's Right for You?
Terms and Definitions
Bi-Fueled Vehicle: A vehicle with two separate fuel systems designed to run on either an alternative fuel, or gasoline or diesel, using only one fuel at a time. Bi-fuel vehicles are referred to as "dual-fuel" vehicles in the CAA and EPACT.
Centrally Fueled: A fleet, or that part of a fleet, consisting of vehicles that are fueled 100% of the time at a location that is owned, operated, or controlled by the covered fleet operator, or is under contract with the covered fleet operator. The fact that one or more vehicles in a fleet is/are not centrally fueled does not exempt an entire fleet from the program.
Capable of being Centrally Fueled: A fleet, or that part of a fleet, consisting of vehicles that could be refueled 100% of the time at a location that is owned, operated, or controlled by the covered fleet operator, or is under contract with the covered fleet operator. The fact that one or more vehicles in a fleet is/are not centrally fueled does not exempt an entire fleet from the program.
Clean Air Act Amendments of 1990 (CAAA): The original Clean Air Act (CAA) was signed in 1963. The law set emissions standards for stationary sources (e.g., factories, power plants). The CAA was amended several times, most recently in 1990. The Amendments of 1970 introduced motor vehicle emission standards. The CAAA includes reformulated gasoline and oxygenated gasoline provisions. The Act requires the use of reformulated gasoline all year in certain areas. It also requires the use of oxygenated gasoline during certain months when carbon monoxide and ozone pollution are most serious.
Clean Fuel Vehicle (CFV): Any vehicle certified by EPA as meeting certain Federal emissions standards. There are five categories of CFVs and they are eligible for two Federal programs, the Clean-Fueled Fleet Program and the California Pilot Program.
Consolidated Metropolitan Statistical Area (CMSA): The population of an area established by the U.S. Census Bureau.
Converted Vehicle: A vehicle originally designed to operate on gasoline or diesel that has been modified or altered to run on an alternative fuel.
Dual-Fuel Vehicle:
Energy Policy Act of 1992 (EPACT): The Act is a broad-ranging law signed 24 October 1992. Several Titles of the Act deal with alternative transportation fuels. EPACT accelerates the purchase of AFVs by Federal fleet owners, establishes tax incentives for purchasing AFVs, converting conventional gasoline vehicles to operate on alternative fuels, and installing refueling or recharging facilities by the private sector.
Federal Fleet: Fleets owned or operated by any agency, department, or instrumentality of the United States shall comply with the applicable portions of the program. Such fleets shall be treated in the same manner as private or other government fleets under applicable State regulations.
Flexible-Fuel Vehicles: Passenger cars designed to run on blends of unleaded gasoline with either ethanol or methanol.
Gasohol: In the United States, this refers to gasoline that contains 10% ethanol by volume.
Non-Attainment Area: A region, determined by population density in accordance with the U.S. Census Bureau, which exceeds minimum acceptable National Ambient Air Quality Standards (NAAQS) for one or more "criteria pollutants" as defined in the CAA. Such areas are required to seek modifications to the State Implementation Plan (SIP), setting forth a reasonable timetable using EPA-approved means to achieve attainment by a certain date.
Oxygenated Gasoline: This fuel consists of gasoline containing an oxygenate such as ethanol or methyl tertiary butyl ether (MTBE). The increased oxygen content promotes more complete combustion, thereby reducing tail pipe emissions of carbon monoxide. Oxygenated fuel is required in CO non-attainment areas with design values of 9.5 parts per million (ppm) or greater during the winter months.
Ozone: Tropospheric ozone (smog) is formed when volatile organic compounds (VOC), oxygen, and nitrous oxides react in the presence of sunlight (not to be confused with stratospheric ozone, which is found in the upper atmosphere and protects the Earth from the sun's ultraviolet rays). At ground level, ozone is a respiratory irritant and considered a pollutant.
Reformulated Gasoline: Gasolines that have had their compositions and/or characteristics altered to reduce vehicular emissions of pollutants, particularly pursuant to EPA regulations under the CAA.
For More Information
AFV and Alternative Fuels Points of Contact
SAF/AQRE
HQ USAF/ILSR
HQ USAF Vehicles and Equipment Division
Support Equipment and Vehicle Management Directorate
HQ AFCESA/CESM
Defense Logistics Agency
General Services Administration (GSA)
U.S. Department of Energy - Energy Efficiency and Renewable Energy Clearinghouse
National Alternative Fuels Hotline http://www.afdc.doe.gov/hotline.html
National Association of Fleet Administrators http://www.nafa.org
Natural Gas Vehicle Coalition (CNG) http://www.ngvc.org
National Propane Gas Association (LPG) http://www.npga.org
American Methanol Institute http://www.methanol.org
Renewable Fuels Association (Ethanol) http://www.ethanolRFA.org
The Electric Vehicle Association of the Americas http://www.evaa.org
U.S. Army
U.S. Navy
U.S. Marine Corps
World Wide Web Sites
http://www.ccities.doe.gov/ - Contains information on "Clean Cities." A government and industry partnership coordinated by the Department of Energy (DoE) to expand the use of alternatives to gasoline and diesel fuel.
http://www.fleets.doe.gov/fleet_tool.cgi?$$,benefits,1 - Contains links to each individual State's laws and incentives concerning the use of AFVs. Information for each state includes a listing of points-of-contact on AFVs.
http://www.ccities.doe.gov/coalitions.shtml - Contains links to information on each Clean City and when designation was awarded.
http://www.afdc.nrel.gov/ - Contains links to alternative fuel newsletters, transit programs, lists the location of alternative fuel stations (with links to maps), and other DoE alternative fuel information sources.
http://www.afdc.doe.gov/resources.html - Contains links to legislative documents, copies of reports and articles, incentives and laws, and education programs.
http://www.afdc.doe.gov/pdfs/my00.pdf - Contains information on light-duty model year 2000 AFVs and AFV automobile manufacturers.
http://www.afdc.nrel.gov/refuel/usmaps.html - Contains a United States map which shows alternative fuel stations. Click on map for fuel of your choice. Follow instructions to area or city of your choice. Contains detailed list of alternative fueling stations.
References Clean Air Act Amendments of 1990 (CAAA).
Energy Policy Act of 1992 (EPACT).
Executive Order 12844, "Federal Use of Alternative Fueled Vehicles," 21 April 1993.
Executive Order 13031, "Federal Alternative Fueled Vehicle Leadership," 13 December 1996.
DoD Instruction 4170.10, "Energy Management Policy," 8 August 1994.
AFI 24-301, "Vehicle Operations," September 1997.
Title 40 Code of Federal Regulations, Part 68, "Chemical Accident Prevention Provisions."
AFVs are here to stay. You must make a knowledgeable decision on which type, or combination of types, is right for your installation and situation. You must consider availability of vehicles, fuels, and refueling facilities. Look to the AFVSPO, GSA and DFSC for advice on the above, and check with local and State agencies concerning their AFV fleets and refueling facilities.
Alternative Fuels: As defined pursuant to the Energy Policy Act, methanol, denatured ethanol and other alcohols, separately or in mixtures of 85% by volume or more (but not less than 70% as determined by the Department of Energy [DoE] rule) with gasoline or other fuels, compressed natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG), hydrogen, "coal-derived liquid fuels," fuels "other than alcohols" derived from "biological materials," electricity or any other fuel determined to be "substantially not petroleum," and yielding "substantial energy security benefits and substantial environmental benefits."
Energy Policy Act definition: A vehicle designed to operate on a combination of an alternative fuel and a conventional fuel. This includes: a) vehicles using a mixture of gasoline or diesel and an alternative fuel in one fuel tank, commonly called "flexible-fueled vehicles;" and b) vehicles capable of operating either on an alternative fuel, a conventional fuel, or both, using two fuel systems.
Clean Air Act definition: A vehicle with two separate fuel systems designed to run on either an alternative fuel or conventional gasoline, using only one fuel at a time (bi-fueled).
Call PRO-ACT at DSN 240-4214 or consult one of the resources listed below.
DSN 468-1197 x148 (Mr. Randy King)
DSN 554-2841
DSN 225-7708 (Mr. Tom Howard)
DSN 227-3371
(703) 697-3371
(912) 926-6488, ext. 109 (Mr. Carl Perazzola, WR-ALC/LVE)
DSN 523-6343 (Mr. Gerald Doddington)
(703) 767-6254 (Maj Cynthia Martin, DLA/CAAE)
(703) 767-3516 (Mr. Jim Twining, DLA/DLSC-BI)
(703) 308-1457 (Ms. Denise Lenar, Fleet Management, Leased Vehicles)
(703) 308-4576 (Ms. Denise Banks, Automotive Center, Purchased Vehicles)
(800) 363-3732
(800) 423-1363
(732) 494-8100
(703) 527-3022
(630) 515-0600
(202) 467-5050
(202) 289-3835
(202) 508-5995
(703) 614-4060 (Mr. David Fuchs, DCSLOG)
(703) 693-0544 (Mr. Bob Schroeder, ACSIM)
(703) 588-6682 (CDR Web Freeman, DASN[E&S])
(202) 685-9261 (Mr. Earnie Davis, NAVFAC)
(703) 695-7010 (Mr. Ed Wilkens, HQ USMC, [Code-LFS-2])