Renewable and Alternative Fuels Survey Forms and Instructions

The Energy Information Administration (EIA) publishes information on alternative fueled vehicles (AFVs) on an annual basis. This overview focuses on AFVs that are "made available" by original equipment manufacturers and aftermarket vehicle conversion facilities. It presents current and historical data such as production trends and breakdowns by vehicle types, fuels types, etc. The data are derived from the Form EIA-886 Alternatives to Transportation Fuels and Alternative Fueled Vehicle Annual Report. A portion of this form surveys AFV suppliers. These data are published annually in table format and can be found on the Internet at www.eia.doe.gov/fuelalternate.html (specifically, Tables 14 through 18). Note that EIA no longer publishes data on the type of aftermarket vehicle conversion (i.e., engine converted, repowered replaced, modified, or rebuilt). Previously, these data were presented in Table 18, Number of Onroad Alternative-Fueled Vehicles Converted, by Conversion Type.

The form and instructions can be viewed and/or downloaded at www.eia.doe.gov/cneaf/alternate/page/forms.html

Background to EIA's Collection of AFV Data

Section 503(b)(2) of the Energy Policy Act of 1992 (EPACT) requires that the suppliers of alternative fuled vehicles (AFVs) annually report to the Department of Energy (DOE) the number and type of AFVs that each supplier made available in the previous calendar year and plans to make available in the following calendar year. A primary goal of the EPACT is to reduce the importing of crude oil petroleum products by encouraging the transportation sector of the United States' economy to increase its use of domestically produced Alternative Transportation Fuels (ATFs). By enacting the EPACT, Congress and the Administration felt that reducing oil imports would decrease the balance of payments deficit, stimulate domestic energy related industries, and enhance national security. Congress recognized that the use of ATFs could not occur in the absence of the development of vehicles designed to operate on these fuels. Therefore, to foster the use of ATFs, the EPACT included several programs designed to encourage the use of AFVs. The EPACT mandates that, in specific situations, the Federal Government, State Governments, and Fuel Providers (e.g., gas and electric utilities) phase in the use of AFVs over a period of several years. Other sectors of the economy were offered tax and other incentives to encourage private companies and public institutions (e.g., local governments) to join in the effort to expand the use of ATFs. To monitor progress in achieving the goals of the EPACT, the Congress mandated that the Department of Energy (DOE) report to it annually on the extent to which the act was accomplishing Congress' goals. The Form EIA-886 is intended to provide the data needed to allow the DOE to evaluate the success of the EPACT with respect to encouraging the use of ATFs.

What is an Original Equipment Manufacturer (OEM)?

Organizations that market and warrant new vehicles are considered to be OEMs as are entities (companies, Government agencies, research institutions, etc.) that perform conversions (i.e., typically convert gasoline or petroleum-based diesel fueled motor vehicles to operate on natural gas, propane, electricity, etc.) prior to the vehicle initially being delivered to an end user. Facilities that perform conversions prior to the vehicle initially being delivered to an end user are referred to as OEM vehicle converters. OEM data and OEM vehicle converter data are indistinguishable to the EIA.

What is an Aftermarket Vehicle Converter?

Aftermarket Vehicle Converters may be private companies, government agencies, research institutions, etc. that convert vehicles from operating on a traditional fuel (gasoline- or petroleum-based diesel) to operate on an ATF, from one ATF to another, or from an ATF to a traditional fuel. The converted vehicle may operate exclusively on the fuel or power source to which it was converted (dedicated configuration) or the conversion may retain the original fuel source and add a new fuel source (bi-fueled, dual-fueled, or hybrid configuration). Aftermarket vehicle conversions are generally performed after the vehicle has been delivered to an end user.

EIA's Revised Vehicles Classifications

Beginning with the 2000-2001 data, EIA is presenting published data via revised Vehicle Classification categories.

Prior categories were as follows:

Automobiles
Passenger Vans
Cargo Vans & Pickups
Other Trucks
Buses
Other Onroad Vehicles

Revised categories are as follows:

Automobiles (sedans, station wagons, mini- and sub-compacts, and special purpose)
Vans (passenger vans and cargo vans)
Buses (school, transit, and intercity buses)
Light Duty Trucks (pickups and other trucks in weight class up to 8,500 lbs)
Medium Duty Trucks (pickups and other trucks in weight class 8,501 to 16,000 lbs)
Heavy Duty Trucks (trucks in weight class of 16,001 lbs and over)
Other Onroad (motorcycles and neighborhood vehicles)

Production Trends & Factors Affecting Demand

From 1999 to 2000, EIA's survey of AFV suppliers showed a 41 percent increase in production of AFVs (those made available in calendar year 2000). Made Available data are calculated by combining the total number of vehicles supplied by Original Equipment Manufacturers and those supplied by Aftermarket Vehicle Converters. Many factors affect the increasing demands for onroad alternative fueled vehicles. The Energy Policy Act of 1992 (EPACT) and the Executive Order 13149 provide incentives and laws for federal, state, and fuel providers to increase the use of AFVs in their fleets each year, thus causing a demand in AFV production. For more information on efforts to increase AFV usage in the United States, visit www.fleets.doe.gov.

Figure 1. AFVs Made Available by Vehicle Type in 2000

Since 1997, onroad AFV production has continuously increased with average annual percentage changes from 1997 to 2000 ranging between 40 percent and 100 percent each year. Based on data collected in 2001 from original equipment manufacturers, there were between 60 and 70 different models of onroad vehicles capable of operating on alternative transportation fuels manufactured during calendar year 2000. Conversion facilities are responsible over the years for converting hundreds of different models of onroad vehicles to operate on alternative transportation fuels.

Figure 2. Trends in Onroad AFVs Made Available, 1997-2000

Fuel-Specific Growth Trends

Since 1997, a four-year comparison in AFVs made available by fuel type reveals dramatic changes in growth, especially in the area of alcohol-based fuels.The rate of growth with alcohol-based fuels, predominantly Ethanol (85 percent), has risen exponentially since 1997. One caveat to these high figures for alcohol-fueled vehicles is that EPACT only requires the use of a vehicle capable of operating on an alternative transportation fuel to meet the mandates; EPACT does not require consumption of the alcohol/gasoline blends in these flexible-fueled vehicles. Consequently, many E85 sedans, trucks, and vans are not actually using the alternative fuel. While almost every state and the District of Columbia use E85-capable vehicles, only about 30 percent report E85 fuel consumption. In addition, there are no present requirements on the amount of alternative transportation fuels used in bi-fueled vehicles (those capable of operating on either an alternative fuel or a conventional fuel like diesel or gasoline). Due to the introduction of electric hybrid vehicles and low-speed neighborhood electric vehicles, AFVs in the electric category have increased by approximately 800%. Note: EIA's data include gasoline/electric hybrid vehicles which are outside EPACT's definition of alternative fueled vehicle.

Figure 3. AFVs Made Available by Fuel Type, 1997-2000

OEM and Conversion Trends

Industry trends reflect continual decreases in Aftermarket Vehicle Conversions while the numbers of vehicles supplied by Original Equipment Manufacturers increase. One major law affecting the conversion industry is the Environmental Protection Agency's Memorandum 1A. Under this ruling, the U.S. Environmental Protection Agency (EPA) regulates alternative fuel vehicle conversions, as well as other vehicle modifications, under the anti-tampering provisions of the Clean Air Act. The EPA issued Mobile Source Enforcement Memorandum 1A in 1974 to define this anti-tampering policy. On Sept. 4, 1997, the EPA issued an Addendum to Mobile Source Enforcement Memorandum 1A to redefine its tampering policy for alternative fuel conversions. Then, on June 1, 1998, the EPA issued a Revision to the Addendum to Mobile Source Enforcement Memorandum 1A. The Clean Air Act made it illegal for anyone to remove or render inoperative any motor vehicle emission control device or design element. Such tampering is prohibited both before and after a vehicle is purchased. The EPA's primary objective is to ensure that emission control systems are unimpaired for the useful life of the vehicle. The tampering prohibition applies to heavy-duty engines as well as light-duty vehicles. The EPA's Memorandum 1A allows conversions to take place if there is a "reasonable basis" to believe the conversions do not worsen vehicle emissions. For more information on these rulings and other AFV-related topics, visit www.afdc.gov.

Figure 4. Trends in Original Equipment Manufacturing, 1997-2000

Figure 5. Trends in Aftermarket Vehicle Conversion, 1997-2000

AFV Buses

Bus types are represented by three categories: School buses, Transit buses, and Intercity buses. Within the transportation sector, focus is on Transit buses and their successful utilization of alternative fuels because of pollution, emissions, and clean air concerns as well as financial incentives. Transit buses are generally used in an intracity environment within a metropolitan area. Compressed Natural Gas remains a leader in fuel choice for buses and many transit agencies continue to order natural gas buses due to their successful utilization of established refueling infrastructures.

Figure 6. AFV Buses Made Available by Fuel Type in 2000

What's New in the World of AFVs

Neighborhood Electric Vehicles--On June 17, 1998, a major breakthrough occurred in the NEV market as the National Highway Traffic Safety Administration (NHTSA) created a new class of motor vehicle, the Low-Speed/Neighborhood Electric Vehicle (NEV). Currently, 37 states have passed legislation accepting the NHTSA's ruling on Low Speed Vehicles, allowing vehicles to be driven on roads that are posted at 35 miles per hour or less. The NEV has a maximum allowable speed of 25 mph. NHTSA requirements to qualify as a low-speed vehicle are that the vehicle must be equipped with automotive safety glass windshield, turn signals, mirrors, wiper blades, head and tail lights, and seat belts. NEVs are small, one- or two-passenger vehicles powered by rechargeable batteries and an electric motor. The vehicle is specially designed for low speed driving in and around city centers, planned communities, resorts, and even large industrial campuses. For additional information on NEVs, visit www.nhtsa.dot.gov and www.gemcar.com

In 2000, EIA's data on Neighborhood Electric Vehicles were published under the "Other Onroad" category, along with motorcycles (see Tables 14 and 18). EIA reports that over 4,000 NEVs were made available in calendar year 2000. For 2001, that number is estimated to increase to over 5,000.

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