Each state DOT has a requirement in the Transportation Planning Regulations to develop a long-range transportation plan (LRTP). The LRTP sets forth a strategic and long-term (by law, a minimum of 20 years) vision for the future of transportation in the state. Many newer transportation plans include climate change issues (see the Georgetown Climate Center’s report Summary of Climate Change Provisions in State Long-Range Transportation Plans and the FHWA study Trends in Statewide Long-Range Transportation Plans: Core and Emerging Topics for more information). Incorporating AFVs into the long-range transportation plan is an opportunity for the DOT to commit to a policy direction as well as a long-term plan for alternative fuel vehicles like AFVs.

• Determine when the LRTP may be next updated. Some states have laws that require periodic updates. Many state DOTs also voluntarily update their plans. By aligning the right internal stakeholders, DOT staff and leadership can work to include AFVs in the LRTP.
• Use a LRTP update as an opportunity to determine the long-term, strategic goals of AFV deployment and to partner with other key stakeholders. For example, metropolitan planning organizations (MPOs) as well as certain regions are also required to develop LRTPs. Bringing in local stakeholders and publicizing the state DOT LRTP’s emphasis on AFVs could lead to the incorporation of alternative fuel vehicles into local LRTPs as well.

The state can use its incorporation of alternative fuel vehicles into its LRTP as a model for local entities as well as other agencies.

Many states and municipalities are using different signage to indicate the presence of fueling stations, even though the FHWA has adopted a standard guide sign for AFV fueling. A non-standard sign confuses AFV drivers. DOTs can control the signage along roads that they manage.

• Use any signage approved by FHWA (i.e., electric vehicle charging general service symbol sign).
• Publicize the sign to municipalities, private entities, and other agencies installing fueling stations. A standardized sign increases recognition of fueling station locations.

The DOT is prepared to include signage recommendations for local governments/districts.

Currently, many states have different definitions of AFVs. For example, DMV collection of sales data for electric vehicles often includes legacy electric vehicles (retrofitted vehicles from the 1990s) as well as neighborhood electric vehicles, which makes sales data inconsistent across states. Moreover, different definitions of AFVs may pose problems in the future if, for example, neighboring states pass parking regulations, HOV lane exemptions, or fueling regulations based on different definitions of alternative fuel vehicles.

• Participate in multi-state or national dialogues to forge consensus on a standard definition of alternative fuel vehicles. As a starting point, states can base their definitions off what the federal government awards tax credits to, or what the EPA defines as alternative fuel vehicle.
• Create a memorandum of understanding defining alternative fuel vehicles, and get other DOTs and local transportation authorities, if applicable, to agree to the definition.
• Work with the DMV to implement this definition and formalize a process for obtaining AFV data from the DMV.

DOTs can now more easily track trends in AFV ownership across state. These data can allow for cross-state comparison on the progress of AFV deployment as well as a regional understanding of AFV market penetration.

A parking exemption can be an effective incentive to purchase an alternative fuel vehicle depending on the cost and availability of parking in the area.

• Research local parking incentives for AFVs as well as the ability of state law to preempt local ordinances. Parking ordinances are often passed on a local basis.
• Inform local and state legislatures about proposed regulations and incentives if a state senator or representative requests information.
• Consider providing guidance for AFV parking regulations to municipalities.
• Consider the perception of parking exemptions for alternative fuel vehicles. Parking exemptions may be perceived as inequitable and a subsidy to alternative fuel vehicle drivers, who usually have higher incomes than the average household at present. Parking exemptions could be phased out gradually.

Alternative fuel vehicle drivers can save money and time because of parking exemptions. DOTs and other stakeholders can learn about the benefits and drawbacks of incentives that are relatively inexpensive, but could have a noticeable effect on consumer behavior.

In highly congested roadways with HOV/HOT lanes, providing exemption for single-occupant alternative fuel vehicles is a strong incentive for alternative fuel vehicle purchase. For example, before California exemptions for hybrid electric vehicles expired, the resale value of a Prius with an exemption sticker was $1,200 to $1,500 more than a Prius without a sticker.

• Confirm that a current HOV/HOT lane exemption statue exists. Before HOV/HOT lane exemption can be obtained on a highway funded by the federal Highway Trust Fund, the state must pass a law that allows for HOV/HOT lane exemptions. The state legislature can also revoke this statute. Many states with HOV lanes offered exemptions for inherently low emission vehicles (ILEVs) in the 1990s, which included hybrid electric vehicles, although the statute may require updating for AFVs. By law, exempt vehicles must at the very least be ILEV, as defined by the U.S. EPA. The FHWA offers guidance on HOV lane exemption.
• Check if the DOT has authority to extend HOV lane exemptions to alternative fuel vehicles. Sometimes, instead of passing a new law, the DOT has authority to extend the exemption to alternative fuel vehicles. States may allow for state DMVs, environmental agencies, or DOTs to determine exactly which vehicles qualify for exemption as well as the process of implementing the policy.
• Determine which highways are eligible for exemption. For example, fewer HOT lane exemptions exist because HOT lanes are newer than HOV lanes. Moreover, if vehicle speeds on HOV lanes on federal highways becomes considerably slower, defined as “degradation,” the state must implement measures to increases lane speed, including revoking alternative fuel vehicle HOV lane exemptions. Degradation may cause lane exemptions for alternative fuel vehicles to disappear faster than AFV drivers would expect.
• Create a smooth and efficient process for getting HOV lane exemption. States have considerable flexibility in determining which vehicles within the ILEV classification qualify for HOV lane exemption and how to implement HOV lane exemption.
• Consider raising the price of HOV lane exemption stickers or licenses. Higher prices could raise more revenue for the DOT and combat the perception that wealthier AFV drivers are able to use the HOV lane for only a small price. On the other hand, AFV drivers may perceive high prices for exemption stickers or licenses as unfair.
• Consider the perception of HOV lane exemptions for alternative fuel vehicles. HOV lane exemption for alternative fuel vehicles may be perceived as inequitable because they give incentives to drivers of more expensive cars.
• Monitor the HOV lane to see the effect of exemptions on congestion and air quality, as well as to prevent degradation of HOV lanes. Consider analyzing the effect of HOV lane exemption on HOV sales.

The DOT can publicize HOV/HOT lane exemptions to various AFV stakeholders and the public.

Having a central location for AFV resources makes it easy for stakeholders to stay up-to-date on AFV deployment efforts and AFV technologies. Creating an interactive and innovative website that acts as a central resource hub can get consumers and stakeholders excited about AFVs.

• Gather and synthesize all the information and resources that the DOT has collected or developed into an appealing web portal for AFVs. Resources include AFV data (e.g., DMV sales data), driver behavior, news clips, and more as well as:
  • A guide on how to use charging/fueling stations from different service providers in the region.
  • A real-time ticker on air quality emissions and GHG emissions reduced by AFVs.
• Include innovative and interactive resources on the website. Act with other groups to offer resources for AFV deployment needs, including:
  • Linking to maps locating all fueling stations in the vicinity.
  • Working with educational institutions like UC-Berkeley’s Renewable and Appropriate Energy Laboratory to recruit electric vehicle drivers to submit their driving behavior information and educate other drivers in the state.
  • Creating a charging/fueling station vote map, where consumers can vote for where they would like a charger.
• See the Resource List for additional links to the ones below: http://www.afdc.energy.gov/locator/stations
• Consider consulting or partnering with other organizations to create and maintain the website. Creating an innovative website may not be a core competency of the DOT.
• Publicize the website and resources through the DOT’s publicity mechanisms as well as through various stakeholder groups.

The website and the DOT are central resources for all AFV-related information in the state and the region. A well-maintained website can enhance the agency’s effectiveness and ability to engage with other AFV leaders and encourage citizens to perceive the DOT as a valuable institution and resource.

Many transportation budgets are facing significant revenue shortfalls due largely to inflation and increases in fuel economy. In addition, many AFVs do not pay a motor fuels tax, which comprises a large share of DOT budgets. However, the motor fuel tax revenue lost from AFVs will remain negligible for the foreseeable future, and new taxes on AFVs could harm vehicle adoption. DOTs must identify finance policies and opportunities in piloting new financing mechanisms that encourage vehicle innovation while alleviating the criticism that AFV drivers do not pay their fair share.

• Identify policies that balance the desire to encourage innovation and the need to maintain the transportation system. New taxes or registration fees make alternative fuel vehicles more expensive, and can slow vehicle adoption. Even after a fee or tax is imposed, publicity and debate around an AFV’s “fair share” may damage the public image of AFVs. Moreover, policies that impose taxes specific to AFVs run the risk of continually chasing the next vehicle technology (e.g., hydrogen fuel cell vehicles), and will not address the larger revenue shortfalls unrelated to AFVs.
• Look for opportunities for electric vehicles to pilot new transportation finance mechanisms without damaging the AFV market. For example, advanced technology in AFVs may make it easier implement on-board finance mechanisms like a vehicle miles traveled fee. A state government could offer additional incentives for electric vehicle drivers if they agree to participate in a pilot program to demonstrate new finance mechanisms.
• Explore innovative mechanisms for assuring a revenue stream to the government.

Over time, different policies and pilot programs can inform how alternative fuel vehicles fit into the broader transportation finance picture, and more broadly, a national model for transportation finance.

Local municipalities and governments have the authority to pass different ordinances on AFVs, leading to consumer confusion. For example, local municipalities may pass their own ordinances on parking in front of public charging stations. Moreover, local municipalities that use their own signage for AFV charging may confuse consumers. The DOT can help local municipalities and governments by making them aware of other AFV-related activity across the state and offering guidance.

• Get in contact with local municipalities and MPOs to find out what they are doing on AFVs and where guidance may be needed.
• Implement statewide legislation or an agency mandate. Agencies may have jurisdiction over a particular issue, which override all local ordinances.
• Use district DOT offices for outreach if applicable. AFVs may be more viable in certain parts of the state, and certain departments within state agencies may wish to focus on statewide transportation instead of a local area. As such, conducting work locally through, for example, the district DOT divisions may be the most effective way of working on AFVs.
• Track local best practices and actions through the DOT website. Because the AFV market is evolving quickly, the state DOT should find a way to give updates on best practices. For example, the DOT website can summarize local ordinances and ongoing AFV-related activities.
• Get in contact with the DOT’s AFV stakeholder network to obtain best practices on how others have assisted local AFV efforts.

The DOT is a trusted source for AFV information for local governments. Moreover, because of the local guidance, the DOT has established relationships with local governments that can be leveraged for AFV deployment.

Innovative technologies have the potential to increase the AFV value proposition, but are only in their infancy. The DOT could help companies and research labs commercialize new products.

• Establish relationships with automaker research divisions, universities, national labs, and companies conducting innovative research.
• There may not be a precedent for DOTs to pilot new technologies. As such, articulating what public value comes from piloting new alternative fuel technologies is crucial.
• Commercialization of these technologies may be within the timespan of long-range transportation plans, even if they may not be deployed on a mass scale in the near term.
• Build partnerships with electric and natural gas utilities and public utility commissions. Transportation departments can stay ahead of the curve of some AFV technologies, for example, by partnering with utilities to explore the challenges and opportunities associated with transportation electrification.

The DOT has the necessary communications channels with utilities and public utility commissions.