Yellow continues to go green as school districts across the country modernize fleets with the latest alternative fuel technologies, to support cleaner air for students and the neighborhoods where they live. Through expanded offerings in bio- and renewable diesel, ultra-clean propane and natural gas, and battery electric offerings that eliminate tailpipe exhaust, owners and operators have options to support their sustainability initiatives in an economic fashion.

From traditional bus manufacturers to startups and new market entrants, manufacturers are offering near- or zero-emission school buses and showing no signs of slowing down. Shifting incentives and regulatory landscapes have not dimmed the prospect of the school bus industry’s clean transportation future.

The Changing Chess Board of School Bus Manufacturers

Original equipment manufacturers like Blue Bird, IC Bus, Thomas Built Buses, Collins and Micro Bird offer diversified product portfolios, including options for near-zero and zero-emission school buses. Market competition, specifically in the all-electric space, has increased with companies like RIDE, GreenPower Motor and others entering the market with zero-emission solutions.

Up until last year, trends showed that the silver bullet solution of zero emissions would be the favored choice for the school bus market. Indeed, many schools have successfully deployed battery electric fleets and are having favorable operational results. However, recent economic, political and customer demand changes have started telling a different story — diversified product lines give consumers the flexibility to find the right solution.

One of the most telling signs for electric vehicles was the slate of bankruptcy announcements, from onetime industry darlings like Lion Electric on the school bus side and Nikola Corporation on the heavy-duty truck side. Further, the fate of unprocessed orders and recently delivered assets — and the deleterious impacts of grant funding pauses — would seem to indicate that a diversification in product offerings could be a viable risk mitigation strategy during times of market uncertainty.

Incentive Structures Expected to Change for School Buses

The EPA’s Clean Schol Bus (CSB) Program has served as the primary incentive for alternative fuel school buses over the last three years. Indeed, since 2022, CSBP funding has supported over 1,300 school districts to deploy over 9,000 alternative fuel school buses. The Diesel Emissions Reduction Program (DERA) has also funded more than 3,000 clean diesel and alternative fuel school buses since 2012.

Though many diesel replacement funding programs across the country use cost-effectiveness to evaluate projects and funding levels, the school bus market has often seen a flat rate or voucher-style incentive. Most recently, the EPA set the voucher for battery electric buses at more than $300,000 per unit. With increased scrutiny on federal incentives and their effectiveness, the incentives landscape will likely move away from these flat rate structures.

Beyond the EPA’s initiatives, several states have prioritized the transition to diesel alternatives by creating grant programs that offset the upfront investment for the buses and required infrastructure. California’s most recent incentive, the Zero Emission School Buses and Infrastructure (ZESBI) Program, aligns with similar initiatives in Colorado, New Jersey, and New York that promote all-electric options. Michigan, too, prioritizes clean school buses, though its program includes eligibility for all-electric and near-zero emission options. In total, these state-level programs may drive as much as $1 billion in aggregate incentives to the alternative fuel school bus market.

Aligning with President Donald Trump’s executive orders and the focus on domestic energy, several alternative fuels seem primed to gain (or perhaps regain) momentum — renewable diesel/biodiesel, natural gas, and propane. Hardly a new technology, propane in particular has served as a clean transportation industry stalwart for decades, lauded by its fleet adopters for its ability to provide affordable, efficient, and accessible clean transportation. More and more school districts, businesses and transit agencies may review the viability of these domestically produced alternative fuel options as a means of affordably diversifying fuel supply.

Shifting the Lens: Finding Market Drivers in a New Administration

The slate of recent executive orders has introduced a new set of agendas, initiatives and motivators. While the market continues to absorb and assess the potential implications, one element stands out in stark contrast, the short-term funding landscape holds plenty of uncertainties. From the status of existing EPA programs to the planned use of funds from the Investing in Infrastructure and Jobs Act and the Inflation Reduction Act, there is still much to understand about where future federal funding may come from for alternative fuel school buses. However, as noted above, state funding programs offer a viable solution.

Beyond incentives, additional motivators for going green include regulatory mandates and carbon credit programs. In California, Assembly Bill 579 requires school districts to purchase zero-emission buses starting in 2035, and other states such as New York and Washington have proposed or approved similar measures. The portfolio of states with carbon credit programs grew from three to four with the addition of New Mexico.

Now, New Mexico as well as California, Washington and Oregon are generating revenue for fleet operators and creating additional interest in battery electric projects.

Final Thoughts

America’s yellow school buses have made considerable strides to improve performance, air quality and safety, and these trends are expected to continue well into the future. Challenges and opportunities abound though, as market drivers, political and policy motivations, and sustainability trends continue to shift. Upcoming announcements at the Federal and state levels will be telling as to how the school bus market will need to adjust priorities and continue the adoption of alternative fuel technologies.

Upcoming Events

Trying to stay on top of the changing policy and funding landscape? Look to STN’s events over the next few months as well as ACT Expo as critical opportunities to hear directly from funding agencies, fellow school districts deploying alternative fuel buses, and manufacturing partners. ACT Expo, the largest advanced commercial vehicle technology showcase in North America, offers just that, a four-day conference bringing together the leading alternative fuel manufacturers, infrastructure providers and fleet operators. Editor’s note – School Transportation News is an official media sponsor of ACT Expo.

ACT Expo, which returns to Anaheim, California, this spring, will host a school bus sector session on April 30 for transportation directors to learn more about this ever-changing landscape. STN EXPO’s Green Bus Summits, occurring in Charlotte, North Carolina on March 23-24 and in Reno, Nevada on July 13-14, offer similar content around policy and incentives.

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Joe Annotti is the senior vice president of incentives for the TRC Clean Transportation Solutions, the organizer of ACT EXPO. He presents the session “State of Green Schools Buses” at STN EXPO East in on March 23.

The post The State of Green School Buses appeared first on School Transportation News.

Chairman Anderson,

Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants, including nine in Minnesota, that each year produce 9.5 billion gallons of renewable fuel; 130 businesses associated with the production process; and tens of thousands of biofuel supporters around the country. Together, we are working to bring better and more affordable choices at the fuel pump to consumers, improve air quality, and protect the environment for future generations. We remain committed to helping our country diversify our energy portfolio, grow more green energy jobs, decarbonize our nation’s energy mix, sustain family farms, and drive down the costs of transportation fuels for consumers.

Promoting the use of biofuels is an important way Minnesotans can contribute to the state’s carbon reduction goals. Bioethanol emits 46% fewer GHGs compared to gasoline. Bioethanol’s other environmental benefits are also noteworthy. As has been researched by the University of California, Riverside and the University of Illinois at Chicago, the use of more bioethanol and bioethanol-blended fuel reduces harmful particulates and air toxics such as carbon monoxide, and benzene.

We appreciate the unique challenges Minnesota’s retail fuel industry faces when having to replace aging infrastructure. Updating fuel dispensing and storage equipment is not always an easy endeavor. Thankfully, Minnesota has proven itself as a national leader in the promotion and use of biofuels. Since 2021, the state’s Biofuels Infrastructure Grant Program has awarded 60 grants to fuel retailers, totaling $9.5 million, to replace infrastructure with equipment capable of storing and dispensing higher bioethanol blends of fuel. The results of these grants have paid off, as recent state data indicates the sale of E15, a fuel containing 15% ethanol also branded as Unleaded 88, hit a record high in 2024.

While these gains are laudable, there is still more to be done. While the Energy Information Administration’s latest data (2022) shows the state’s retail fuel location count for gasoline at 2,064 sites, less than one quarter of them offer Unleaded 88 E15 gasoline according to GetBiofuel.com. Increasing the number of retail fuel locations offering E15 is essential to the state’s climate goals.

Growth Energy offers its support of House File 43, which increases funding for the Biofuels Infrastructure Grant Program by $4.5 million for each fiscal year 2026 and 2027. Minnesota is one of only a handful of states that recognizes the biofuels industry’s efforts to reduce carbon emissions. Research has shown that Minnesota could reduce its annual greenhouse gas emissions by more than 330,000 tons by replacing E10 with E15. This is the emissions-reduction equivalent of removing more than 72,000 vehicles from the road, without impacting a single driver.

HF 43 makes substantial investments in those carbon emissions reduction efforts through the state’s retail fuel industry. It also increases stable access to the domestic fuel market for Minnesota’s corn growers, particularly as international markets experience uncertainty and the USDA’s 2024 farm income forecast predicted a 24% drop in farm income.

We appreciate the opportunity to express our support for HF 43, thank Chairman Anderson for introducing the legislation, and respectfully request the committee’s support for the bill. Additionally, we are available to assist the committee with any technical questions.

The post Growth Energy Submits Testimony in Support of Minnesota’s Biofuel Infrastructure Grants Legislation appeared first on Growth Energy.

Chairman Creech,

Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants that each year produce more than 9.5 billion gallons of cleaner-burning, renewable fuel, including five of Ohio’s seven biorefineries. We also represent 130 businesses and groups, including the Ohio Corn and Wheat Growers Association, working with them and tens of thousands of biofuel supporters around the country. Together, we remain committed to bringing better and more affordable choices at the fuel pump to consumers, helping our country diversify our energy portfolio in order to grow more energy jobs, sustaining family farms, and driving down the costs of transportation fuels for consumers.

Today, 98 percent of all gasoline sold in the U.S. contains 10 percent bioethanol. E15, a fuel containing up to 15 percent bioethanol, is now available at more than 3,700 retail locations in 33 states, and higher bioethanol blends such as E85 are available at nearly 6,000 sites around the country. In Ohio, there are currently only 166 retail fuel locations selling E15. Less than two percent of the state’s estimated 8,894 retail fuel locations offer E15. Compare this to Minnesota, with half of Ohio’s population, that has more than 500 retail locations offering E15.

E15 is approved for all 2001 and newer vehicles, more than 96 percent of all light duty vehicles on the road today. Most vehicles require a minimum octane rating of 87. Bioethanol, with an octane rating of 113, helps meet that in modern cars. Bioethanol is a cleaner, renewable, and cost-effective alternative to toxic chemicals like lead and MTBE. Consumers have now driven more than 140 billion miles on E15, and retailers have conducted millions of transactions with this fuel. There have been no adverse reports of fuel quality experienced with E15 since first being approved 13 years ago.

As the Ohio House and Senate work through the state’s biennial budget, Growth Energy encourages the House Agriculture Committee to consider amendments that help provide a temporary boost to Ohio’s corn growers via a five-cent per gallon incentive for retailers to offer and sell fuels with higher blends of ethanol. Implementation of a similar incentive that passed the Ohio House last session will help Ohio corn growers with increased domestic demand for their product as international markets are experiencing continued uncertainty while USDA forecasts a potential 25% decline in farm income.

Previously considered legislation would have resulted in the purchasing of as much as 3.4 million additional bushels of Ohio corn to produce an additional 200 million gallons of E15. Based on 2024 prices, corn sales to bioethanol producers would have increased in the state by more $14 million. This increased production in bioethanol would also result in the availability of an additional 29 million pounds of nutrient-rich animal feed, an important co-product in the bioethanol production process, for Ohio livestock farmers.

A number of Midwestern states have adopted or are considering an incentive for the sale of higher bioethanol blends. A similar five-cent per gallon incentive being considered in Indiana for bioethanol, which when combined with an incentive for biodiesel sales, would add more than $100 million to that state’s GDP annually. When considering the consumer savings and the benefits to both Ohio agriculture and bioethanol producers, a temporary incentive will boost economic activity and benefit the state’s bottom line.

Given our experience with retailers around the country offering bioethanol blends, we are happy to assist the committee with technical questions as it considers initiatives that help strengthen domestic demand for Ohio-raised corn and Ohio-made bioethanol.

The post Growth Energy Supports Ohio Ethanol Incentive appeared first on Growth Energy.

The Wisconsin State Capitol reflected in the glass windows of Park Bank on the Capitol Square in Madison. Wisconsin is one of several states in which Republican lawmakers have created initiatives to recommend cuts in government spending, following the Trump administration's unofficial efficiency project, "DOGE." (Photo by Erik Gunn/Wisconsin Examiner)

Red states are echoing President Donald Trump’s quest to slash the size and cost of the federal government with their own initiatives aimed at making government smaller and more efficient.

In the first hours of his second term, Trump signed an executive order creating a temporary commission he dubbed the Department of Government Efficiency. He first announced DOGE, named after a viral meme and a cryptocurrency, in November as an effort led by billionaire Elon Musk to find billions in federal cuts.

In recent weeks, GOP governors and lawmakers have set up their own government efficiency task forces and committees to find ways to cut state spending.

The Texas House of Representatives recently announced plans for a 13-member Delivery of Government Efficiency, or DOGE, committee that will examine state agencies for inefficiencies, and Republican Lt. Gov. Dan Patrick said a DOGE bill would be one of his top legislative priorities. GOP leaders in Kansas, Missouri, New Hampshire, North Carolina, Oklahoma and Wisconsin have recently announced similar ventures.

Conservatives have long sought to shrink the size and cost of government. And it’s common practice for officials from both parties to hire outside consultants to help reduce inefficiency or waste in school, state and city bureaucracies. But the DOGE effort is gaining new steam as Republicans look to fall in line with Trump and blue and red states alike face massive budget gaps that will require some combination of spending cuts or increased taxes.

Democrats, however, argue that many states already have government watchdogs and efficiency panels, so the efforts might be redundant. And Democratic governors also have made gains in cutting red tape and increasing state efficiencies.

In her Condition of the State speech in January, Iowa Republican Gov. Kim Reynolds noted recent efforts to consolidate state agencies, centralize programs and reduce regulations, which she said had already saved Iowans $217 million. In 2023, the governor signed legislation to shrink the state’s 37 executive-level Cabinet agencies down to 16 and changed some of the powers of the governor and attorney general.

“We were doing DOGE before DOGE was a thing,” Reynolds said.

But in her address, Reynolds announced the launch of a state DOGE advisory body, which will be led by Emily Schmitt, a prominent business leader and Reynolds campaign donor. To pass meaningful property tax reform, Reynolds said Iowa must find more savings in state and local government.

Iowa Democrats noted that the state constitution already requires a government watchdog, the state auditor — currently Rob Sand, the only Democrat elected to statewide office.

In 2023, Reynolds signed a bill limiting the auditor’s access to certain information and barring his office from suing state agencies.

Sand, widely speculated to be a potential gubernatorial candidate, called it the “greatest pro-corruption bill and the worst perversion of checks and balances in Iowa’s history.”

“We have someone who has a whole office whose job is to work on this,” said Democratic state Rep. Adam Zabner. “I think we’re more likely to find efficiencies through the state auditor who Iowans elected to that role than we are through a major supporter of the governor’s campaigns.”

Zabner serves on the legislature’s long-standing government efficiency review committee, which examines state government operations every two years.

Zabner said it’s unclear how much true savings were realized from Reynolds’ realignment, as the state previously had hundreds of unfilled jobs. And he said those cuts haven’t necessarily improved the delivery of state services.

“We still have trouble getting all of our nursing homes inspected,” he said. “And there’s a lot of services like that where the delivery hasn’t really been improved.”

The Democratic Governors Association noted that blue-state governors also have taken steps to make state government more efficient and responsive. In November, Pennsylvania Democratic Gov. Josh Shapiro took executive action to speed up state permitting for economic development projects. And Colorado Gov. Jared Polis used a table saw to cut through a pile of outdated executive orders on dormant state committees and energy efficiency in December — the latest in his push to make state government more efficient and responsive to taxpayers.

“This isn’t a flashy trend for Governor Polis, it’s something he has carried out during his time in office,” Polis spokesperson Shelby Wieman said in a statement.

Waste or vital service?

Across the country, it’s unclear how much might be cut in efforts to weed out waste or inefficiencies — terms themselves that are entirely subjective.

“One person’s concept of waste is another person’s vital service,” said William Glasgall, public finance adviser at the Volcker Alliance, a nonprofit that works to support public sector workers.

Glasgall said government services are not designed to operate as efficiently as for-profit companies.

While many companies run multiple factory shifts per day to get the most out of their capital investment, schools and government offices with different missions mostly sit empty overnight, on weekends and during breaks. Similarly, cities must staff up police and fire department resources for disasters, even if their crews and equipment idle for long stretches.

Still, Glasgall said, governments have plenty of line items worth scrutinizing.

He pointed to the numerous tax breaks, incentives and abatements states award to individuals and businesses. In a paper last year, the Volcker Alliance estimated these programs reduce state revenues by $1 trillion a year — almost three times the amount state and local governments spent on education in 2021.

Often those forgone revenues are not transparent to taxpayers or scrutinized by state audits or budget offices, Glasgall said.

States contemplating cuts do so from a relatively strong position: A booming economy and federal pandemic aid ballooned state spending and reserve funds.

“States are cutting from a very, very high base,” Glasgall said. “So the cuts they’re making, I’m not sure they’re going to be terribly painful right now.”

Wisconsin Republican state Rep. Amanda Nedweski said the state should constantly be scrutinizing its operations and expenses. But she said the legislature often relies on agencies to self-monitor.

“We sort of operate state government in silos,” she said, “and there can often be redundancy in functions and redundancy in positions.”

Nedweski is leading the new state Assembly committee on Government Operations, Accountability, and Transparency, or GOAT.

Nedweski said the committee will take a big-picture look at state government but is also prepared to dive deep into issues such as regulation reform, the use of state office space, and how Wisconsin can leverage technology such as artificial intelligence to increase efficiency.

The GOP-controlled legislature will likely disagree with Democratic Gov. Tony Evers on budget priorities and programs. But Nedweski said the new committee can suggest meaningful changes that don’t necessarily require a reduction in state services.

“There’s a lot of things that can be reviewed and spending that can be shifted without being cut so we’re more efficiently and productively using our resources,” she said.

Nationwide coordination

The American Legislative Exchange Council, a conservative group known as ALEC that works with lawmakers nationwide, is pushing similar efforts in statehouses across the country.

While that organization ultimately wants to shrink governments, it views examining the effectiveness and costs of existing programs as a commonsense first step.

“One of the things we keep going back to is just the review of current government spending,” said Jonathan Williams, ALEC’s president and chief economist. “In so many cases, performance audits are not done on a regular basis in programs to look for these efficiencies.”

The organization just launched a government efficiency coalition to give state lawmakers best practices “to optimize all levels of government.”

“From our ALEC perspective, we hope that Washington [D.C.] does less going forward,” he said, “and the states and local governments probably need to do more in some cases.”

Many states will be confronting tough spending decisions as revenues flatten or decline.

“So, it’s going to be important to really tighten the belt, right-size government programs, and look for ways to provide those core government services more efficiently so we’re able to deliver real services to those truly at need,” Williams said. “And that, I think, is something that really plays into really a red-state or a blue-state outlook.”

But making governments more efficient can be a battle of inches.

Last week, the newly formed Kansas Senate Committee on Government Efficiency considered a bill that would nix requirements for certain state filings regarding labor organizations, tax abatements and water easements.

Clay Barker, general counsel for Kansas’ Republican secretary of state, told the committee that many of those documents are filed with other state offices and do little aside from creating work for the office.

If passed, the legislation is expected to save 400 hours of one-time IT labor and an ongoing 50 hours of labor annually, Barker said. But officials hope it will encourage other agencies to examine their operations for inefficiencies.

“This bill will not revolutionize state government,” he said.

Stateline is part of States Newsroom, a nonprofit news network supported by grants and a coalition of donors as a 501c(3) public charity. Stateline maintains editorial independence. Contact Editor Scott S. Greenberger for questions: info@stateline.org.

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U.S. Domestic Solar Production Reaches Historic Milestone Washington, D.C. – The United States has surpassed 50 GW in domestic solar energy manufacturing capacity for the first time in history, enough to power approximately 37.5 million homes. This milestone marks an impressive progress—bolstered by clean energy investments in the Inflation Reduction Act and Bipartisan Infrastructure Law—by the renewable energy …

The post U.S. Domestic Solar Production Reaches Historic Milestone appeared first on Alternative Energy HQ.

Oklahoma House Bill 1244 would require school buses to be equipped with seatbelts or harnesses. If passed, it would make Oklahoma the 10th state to require safety restraint systems.

HB1244, introduced by Rep. Judd Strom, would require all new vehicles that transport 10 passengers or more and are purchased or contracted for use by school districts to be equipped with seatbelts or harnesses for every passenger. The bill does not differentiate between three-point lap/shoulder or two-point lap belts.

The bill states that every related vehicle would need the words “SCHOOL BUS” painted on the front and rear of the vehicle. HB1244 would apply to vehicles purchased or contracted for use by the effective date of July 1, 2025, ensuring the vehicles would be certified by the start of next school year.

Currently, nine other states require school bus seatbelts: Arkansas, California, Florida, Iowa, Louisiana, Nevada, New Jersey, New York, and Texas. Louisiana has been unable to fully implement the law to install lap belts due to insufficient funding. Arkansas, while requiring lap/shoulder seatbelts, first requires local voters to approve property tax increases to pay for them.

Meanwhile, Florida’s law requires two-point belts and New York allows school boards to decide if they want to provide lap or lap/shoulder seatbelts and does not mandate students to use them.

All other states require lap/shoulder seatbelts.

Read more about seatbelt usage and laws at the footer of stnonline.com, in the resources section.

“The addition of seatbelts for students riding to school or school events on our school buses would put parents’ minds at ease and provide an important layer of security for Oklahoma students,” Strom said. “By implementing this proposed requirement, we would not only be in the small number of states that are on the forefront of aligning Oklahoma with school bus seatbelt requirements but also give parents greater peace of mind knowing their children are as safe as possible during their daily commute.”

The bill will be eligible for consideration in the upcoming legislative session, beginning on Feb. 3.

The post Oklahoma Latest State to Introduce School Bus Seatbelt Bill appeared first on School Transportation News.

A year after the Ohio School Bus Working Group issued its final recommendations on school bus safety, a bill introduced in the state House seeks to increase fines of illegally passing motorists and to create a safety fund that would award school districts grants for updating their fleets with safety features.

The Ohio School Bus Working Group, called by Ohio Gov. Mike DeWine following the August 2024 ejection and death of 11-year-old Aidan Clark after his school bus was struck by an oncoming truck, issued final recommendations after five months of in-person meetings.

Two recommendations are specifically addressed in the new bill. The first is, “The Ohio Department of Public Safety should work with the Ohio General Assembly to strengthen penalties for drivers who violate traffic laws in school zones and around school buses.”

The Ohio School Bus Safety Act (HB3), introduced on Jan. 23, would increase the penalties for drivers passing a stopped school bus. The bill states that anyone found guilty of passing a stopped school bus would be issued an unclassified misdemeanor and could receive a fine of no less than $250 and no more than $1,000. Repeat offenders will face greater fines and would need to attend a school bus safety course.

The second recommendation addressed is, “The Ohio Department of Education and Workforce should work with the Ohio General Assembly to develop and fund a grant program to help school districts invest in school bus safety features such as, but not limited to, seatbelts. The grant program should be needs-based.”

School Bus Safety Features Included in the Ohio School Bus Safety Act:

 

– External school bus cameras

– Crossing arms

– Lane departure warning systems

– Electronic stability control

– Lighted crossover mirrors

– Colorado rack test-approved bus frames

– Fully illuminated stop arms located at the front and rear of a school bus

– Fully illuminated “school bus” signs

– Collision avoidance systems

– All light-emitting diode lights

– Ground wash lights

– Reflective chevron

– Occupant restraining devices that conform to the school bus seat belt requirements

– Additional safety features that become available through advancements in technology and that are approved by the department of public safety and the department of education and workforce.

The school bus safety fund would consist of “money appropriated to it by the general assembly and the criminal fines collected for violations,” the bill states, adding that the fund would be used to make grants available to school districts to improve safety features on school buses, as well as to be used to support the department of education and workforce and the department of public safety in educating the public regarding the laws around school buses.

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Related: Local School Bus Seatbelt Grant a Potential Template for Ohio Program
Related: Ohio School Bus Safety Working Group to Investigate Seatbelts Following Fatality
Related: Parents of 11-Year-Old Speak Out About Politicization of Ohio School Bus Death

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The bill adds that grants would be awarded to eligible applicants for the purchase and installation of school bus safety features. School districts would be able to purchase and install school bus safety features to replace old, broken or outdated safety futures, and to purchase additional school bus safety options when specifying new school bus orders.

The legislation adds that the director of education and workforce at the Ohio Department of Education would be tasked with establishing procedures and requirements necessary to administer the grant, including procedures and requirements regarding the grant applicants and grant award processes and amounts. Grant awardees would need to spend the funds within two years after they were distributed.

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Related: Florida Students Hit, Two Killed During School Bus Stop Walks
Related: Kindergartner Struck and Killed by School Bus
Related: Fatality Data Analysis Indicates School Bus Safety in Comparison to Other Modes

The post Ohio Bill Seeks School Bus Illegal Passing Fine Increase, Safety Fund appeared first on School Transportation News.

Chairman Smith,

Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants that each year produce more than 9.5 billion gallons of cleaner-burning, renewable fuel, including five of Kanas’ twelve biorefineries. We also represent 123 businesses—including six associate members in Kansas—associated with the production process; and tens of thousands of biofuel supporters around the country. Together, we remain committed to bringing better and more affordable choices at the fuel pump to consumers, helping our country diversify our energy portfolio in order to grow more energy jobs, sustaining family farms, and driving down the costs of transportation fuels for consumers.

Today, 98 percent of all gasoline sold in the U.S. contains 10 percent bioethanol. E15, a fuel containing up to 15 percent bioethanol, is now available at more than 3,700 retail locations in 33 states, and higher bioethanol blends such as E85 are available at nearly 6,000 sites around the country. In Kansas, there are 72 retail locations selling E15 and 90 locations selling E85.

E15 is approved for all 2001 and newer vehicles, more than 96 percent of all light duty vehicles on the road today. Most vehicles require a minimum octane rating of 87. Bioethanol, with an octane rating of 113, helps meet that in modern cars. Bioethanol is a cleaner, renewable, and cost-effective alternative to toxic chemicals like lead and MTBE. Consumers have now driven more than 140 billion miles on E15, and retailers have conducted millions of transactions with this fuel. There have been no adverse reports of fuel quality experienced with E15 since first being approved 13 years ago.

Growth Energy appreciates this opportunity to support House Bill 2012, which would provide an important tax credit for bioethanol fuel blends from 15 to 85 percent. Specifically, this legislation would provide a non-refundable 5 cent per gallon tax credit to fuel retailers for every gallon of higher bioethanol fuel blends sold. This credit is important as retailers in Kansas continue to build out the market and invest in additional infrastructure to offer these higher bioethanol blends.

Bioethanol blends such as E15 and E85 also give consumers more affordable choices at the pump. During the summer of 2023, Kansans saved an average of 11 cents per gallon on E15 compared to E10. Providing a 5 cent per gallon tax credit to incentivize a higher bioethanol blend helps hardworking Kansans save on fuel costs without any impact to the state’s fuel tax revenue.

This credit will also help Kansas bioethanol producers, corn growers and sorghum producers, and livestock farmers. At a time when American farmers are facing a 25% decrease in farm incomes, Kansas corn growers and sorghum producers can benefit from the increased demand for their crop. The tax credit could result in the purchasing of as much as 1.7 million additional bushels of Kansas corn annually to produce an additional 5 million gallons of bioethanol. This increased production in bioethanol also results in the availability of an additional 29 million pounds of nutrient-rich animal feed, an important co-product in the bioethanol production process, for Kansas livestock farmers.

When considering the consumer savings, the benefits to the agriculture and bioethanol industries, and noting no impact on Kansas’ fuel tax revenue, the proposed retail tax credit doesn’t affect the state’s bottom line. Several Midwestern states have successfully implemented similar tax incentives for higher bioethanol blends. As more states consider incentives, Kansas should ensure its product made from Kansas-grown corn and sorghum benefits Kansas drivers.

Given our experience with retailers around the country offering bioethanol blends, we are happy to assist the committee with technical questions as they consider this important legislation. We look forward to working with you to finalize this important benefit for Kansas drivers, fuel retailers and farmers. Thank you in advance for your consideration.

The post Growth Energy Testimony in Support of Kansas E15 Legislation appeared first on Growth Energy.

Chairperson von Gillern,
Thank you for the opportunity to provide testimony for LB 8. Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants that produce more than 9.5 billion gallons of renewable fuel annually; 123 businesses associated with the production process; and tens of thousands of biofuel supporters nationwide. Together, we are working to bring consumers better and more affordable choices at the fuel pump, improve air quality, and protect the environment for future generations. We remain committed to helping diversify our country’s energy portfolio, grow more energy jobs, decarbonize our nation’s energy mix, sustain family farms, and drive down the costs of transportation fuels for consumers.

Growth Energy strongly advocates for policies supporting sustainable aviation fuel (SAF) development, which presents an historic opportunity to Nebraska’s farmers and bioethanol producers, including the eight Nebraska biorefineries that are members of Growth Energy, which collectively have a production capacity of 995 million gallons of bioethanol.

In 2021, the United States produced approximately 5 million gallons of SAF but incentives like Sustainable Aviation Fuel Tax Credit Act can help the ethanol industry occupy up to half of the domestic aviation marketplace. Growth Energy members have committed over 1.1 billion gallons of ethanol capacity to SAF, more than 650 million gallons of SAF. To achieve these goals, getting the policies that will spur this investment right is essential.

Growth Energy supports LB 8, which modifies the $1.50 tax credit for sustainable aviation fuel (SAF) sold or used in Nebraska. The changes made by LB 8 allow Nebraska to become a leader in SAF production and sales. In particular, modifying the credit to remove the $500,000 annual limit the state can approve for the tax credit each fiscal year is important to the growth of Nebraska’s SAF production. Additionally, amending the implementation date for the tax credit ensures the state’s bioethanol producers can fully utilize the credit.

LB 8 represents an opportunity for Nebraska farmers and biofuel producers to benefit from this still nascent market poised to skyrocket in the coming decades. A study conducted by Decision Innovation Solutions concluded that to achieve 100% SAF usage by 2050, 63 new bioethanol plants of 200 million gallons production capacity each will need to be constructed nationwide. That same study suggested Nebraska may need as many as 6 alcohol-to-jet (the process in which bioethanol is converted to sustainable aviation fuel) SAF production facilities based on the state’s corn supply. Nebraska’s status as a leading state for corn and bioethanol production has the potential to be enhanced with the passage of LB 8.

Today, biofuels support more than half a million jobs across the rural bioeconomy. If bioethanol producers take full advantage of SAF opportunities, that number has the potential to double. LB 8 incentivizes the Cornhusker State to embrace SAF production and capitalize on the economic and employment benefits of the growing SAF industry.

We appreciate the opportunity to express our support for LB 8, thank Senator Dungan for introducing the legislation, and respectfully request the committee’s support for the bill. Additionally, we are available to assist the committee with any technical questions.

The post Growth Energy Testimony in Support of Nebraska SAF Tax Credit appeared first on Growth Energy.

Ms. Borchert,

Thank you for the opportunity to provide written comments in response to the New Mexico Environment Department’s (NMED) draft of the Clean Transportation Fuel Program (CTFP) rule. Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants that each year produce more than 9.5 billion gallons of renewable fuel; 123 businesses associated with the production process; and tens of thousands of biofuel supporters around the country. Together, we are working to bring better and more affordable choices at the fuel pump to consumers, improve air quality, and protect the environment for future generations. We remain committed to helping our country diversify our energy portfolio in order to grow more green energy jobs, decarbonize our nation’s energy mix, sustain family farms, and drive down the costs of transportation fuels for consumers.

We applaud New Mexico’s efforts to reduce carbon emissions through the CTFP. Growth Energy has previously provided extensive comments on similar programs in California, Washington, and Oregon, ensuring those states recognize the carbon reduction value of
increased bioethanol use. In California, biofuels have been among the largest contributors to the success of the LCFS program to date and are poised to continue to do so with appropriate updates to the program. Additionally, as mentioned in the June 28, 2024 Advisory Committee meeting, bioethanol has been a significant credit generator in the Oregon and Washington programs. Like those states, we believe the CTFP has the opportunity to utilize biofuels as a means of immediate greenhouse gas (GHG) reduction in the current light-duty vehicle fleet as future technologies are further developed.

Environmental Benefits of Bioethanol
According to recent data from Environmental Health and Engineering, today’s bioethanol reduces GHG by nearly 50 percent compared to gasoline and can provide even further GHG reductions with additional readily available technologies. The potential for fuels with higher blends of ethanol to reduce GHGs are further illustrated in a national analysis showing more than 146,000 tons in GHG reduction in New Mexico alone if E10 gasoline was replaced with E15. This is the GHG reduction equivalent of removing 32,000 vehicles from New Mexico’s fleet just by using a higher ethanol-blend fuel.

Bioethanol’s other environmental benefits are also noteworthy. As has been researched by the University of California, Riverside and the University of Illinois at Chicago, the use of more bioethanol and bioethanol-blended fuel reduces harmful particulates and air toxics such as carbon monoxide, and benzene.

Use of GREET for Life Cycle Analysis Modeling
We applaud NMED for the use of the Argonne National Laboratory’s GREET model, with parameters specific to New Mexico, to calculate life-cycle emissions of fuels subject to the CTFS. ANL GREET is the most accurate tool to examine the life-cycle greenhouse gas emissions of all fuels and considers a wide range of carbon reduction processes and technologies that bioethanol production can utilize. It is the gold standard for measuring the emissions-reducing power of farm-based feedstocks and biofuels and incorporates up-to-date science that more accurately scores lifecycle carbon intensity (CI) for corn bioethanol and other renewable fuels.

Appropriate Land Use Change Penalties
As has been reiterated throughout the Advisory Committee’s public meeting process and in our previous comments, biofuels have been a major driver of GHG reductions in existing fuel standard programs. They have been able to be so despite onerous, and we believe unnecessary, land use change (LUC) penalties for cornstarch bioethanol of varying values, including 19.8 gCO2e/MJ in California’s Low Carbon Fuel Standard. This penalty was designed to mitigate purported land use change with respect to cornstarch bioethanol’s production. We believe these scores to be outdated and not based on the most up to date research. A review of more recent science indicates a decreasing trend in land use values with the newer data indicating values closer to 4 gCO2e/MJ.

Concerns over land use change for cornstarch bioethanol are unfounded. The United States is planting grain corn on roughly the same number of acres as it was in 1900. At the same time, the per acre yield has increased more than 600%. We urge NMED to reconsider the application of a 19.8 gCO2e/MJ LUC penalty for cornstarch bioethanol, consider data based on more recent research and apply a LUC penalty that is reflective of that data.

Expanding E15 and Higher Blends
Emissions reductions through the use of E15, often marketed as Unleaded 88, also come with meaningful consumer cost-savings. During the summer of 2024, drivers saved 10 to 30 cents per gallon by filling up with Unleaded 88 compared to regular, or E10. In some areas, Unleaded 88 saved drivers as much as a dollar per gallon at the pump.

Consumers have embraced E15’s reputation as a more environmentally beneficial, more affordable fuel. Since the US EPA approved E15 in 2011, at which time there were zero retailers offering it, its availability rapidly expanded to what is now more than 3,714 retail sites in 33 states. Since then, drivers in America have relied on E15 to drive 140 billion miles.

Clarifying Carbon Capture and Sequestration
Bioethanol producers constantly make improvements to their production process, increasing economic efficiency and more importantly, reducing CI. Among the newest tools bioethanol producers are utilizing to reduce CI is carbon capture utilization and sequestration (CCUS). The latest research conducted by the Energy Futures Initiative (EFI) Foundation shows that just the use of CCUS in bioethanol production can reduce its CI by as much as 57%, demonstrating the critical role CCUS plays in bioethanol’s path toward becoming a net-zero fuel. We applaud NMED for recognizing CCUS as a means for carbon reduction, and appreciate the inclusion of CCUS in certain Tier 2 pathways (Tier 1 fuels using innovative methods or a process that cannot be accurately represented using the simplified calculators used to calculate Tier 1 carbon intensities) novel to New Mexico.

However, given the wording of the draft rules, it could be interpreted in such a way that precludes fuels listed as Tier 2 fuels, such as alternative jet fuel, from utilizing CCUS. As alcohol-to-jet sustainable aviation fuel (SAF) becomes more prevalent, SAF producers will rely on bioethanol, a Tier 1 fuel, with CCUS to reduce CI. This leaves the question of whether SAF produced with a bioethanol pathway utilizing CCUS will be approved as a Tier 2 pathway.

We encourage NMED to clarify this provision, an whether innovative methods such as CCUS can be used in other Tier 2 fuels such as alternative jet fuel. CCUS is an important tool for sustainable aviation fuel (SAF) producers to achieve the carbon intensity reduction necessary to meet our nation’s GHG reduction goals in the aviation sector.

Climate-Smart Agriculture Practices
With the use of the GREET model, we encourage NMED to consider allowing on-farm carbon reduction practices, commonly called climate-smart agriculture (CSA), should also be credited in the CTFS. With GREET’s Feedstock Carbon Intensity Calculator and the USDA’s database of CSA practices, the carbon reduction values can easily be quantified and verified.

Among these practices are the use of cover crops, low or no-till farming, precision fertilizer application, and the use of enhanced efficiency fertilizer. The previously mentioned EFI Foundation study found that those four CSA practices could result in as much as 59% CI reduction for bioethanol. NMED should ensure the inclusion of CSA practices as allowable CI reduction tools for crop-based biofuels.

Allowing Biofuels Producers to Access Crediting for Low-CI Power
Additionally, we continue to advocate for expanded crediting for low-CI power sourcing for biofuels producers through renewable energy certificates (RECs). In the draft CTFP rules, the ability to utilize RECs in a pathway is limited to certain feedstocks. We believe the ability to credit low-CI power sourcing through power purchase agreements should be available to all feedstocks and pathways.

The aforementioned EFI study indicated the use of carbon-free electricity in the bioethanol production process can reduce its CI by 6% while the use of biomass for combined heat and power (CHP) can reduce its CI by as much as 37%. The EFI study suggests biomass CHP can be implemented with minimal costs and it is ready for widespread adoption in the near term.

With bioethanol production occurring entirely outside of New Mexico, the state has an opportunity to become a national leader by encouraging, via the CTFS, the adoption of low-CI power for bioethanol producers in other jurisdictions. We encourage NMED to consider the ability of all fuel pathways to credit low-CI power sourcing in their CI score.

Other Carbon Reduction Processes and Technologies
Below are additional examples of the wide variety of feedstocks and technologies bioethanol producers have available for CI reduction. We continue to encourage NMED to provide crop-based biofuels the widest set of feasible and ready to adopt opportunities for carbon reduction.

Sustainable Aviation Fuel (SAF)
As producers of one of the most scalable feedstocks for SAF production, we appreciate NMED’s attention to development of this key market and the CTFP’s allowance of SAF to generate credits. We encourage NMED to work with SAF producers, biofuel feedstock producers, and airlines to seek ways to accelerate use of these important fuels to help decarbonize the aviation sector.

Thank you for the opportunity to provide input on the draft CTFP proposal. The CTFS will be a critical tool in New Mexico’s decarbonization efforts, and we look forward to working with NMED to ensure the role of biofuels in making New Mexico’s fuel mix more sustainable and help the state achieve its progressive climate goals through the expanded use of bioethanol. Additionally, we are happy to make ourselves available for any questions NMED may have.

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SACRAMENTO, CALIF.—Growth Energy, the nation’s largest biofuel trade association, applauded California Governor Gavin Newsom for including E15—a higher biofuel blend made with 15% American-made bioethanol—in his recently-released budget proposal.

“E15 would help California accomplish its twin goals of lowering fuel costs while decarbonizing its light-duty vehicle fleet,” said Growth Energy CEO Emily Skor. “We thank Gov. Newsom for his leadership and for including E15 in his budget proposal. We look forward to working with the state to complete the approval process and finally give Californians access to this more affordable engine-smart, earth-kind fuel option, which Americans in other states have already relied on to travel more than 140 billion miles.”

About E15

E15 is a fuel blend made of gasoline and 15% bioethanol. The U.S. Environmental Protection Agency (EPA) has approved its use in all cars, trucks, and sport utility vehicles (SUVs) made in model year 2001 and newer—representing more than 96% of all vehicles on the road today. E15 can be found at over 3,700 gas stations in 33 states and is legal for sale in every state except California. Last summer drivers saved 10 to 30 cents per gallon by filling up with E15 compared to regular, or E10. In some areas, E15 saved drivers as much as a dollar per gallon at the pump.

If the United States were to transition from an E10 standard to an E15 standard nationwide, greenhouse gas emissions would fall by 17.62 million tons per year (the equivalent of removing approximately 3.85 million vehicles from the road every year). Nationwide adoption of an E15 standard would also save consumers $20.6 billion in annual fuel costs, increase household income by $36.3 billion, and generate $66.3 billion for U.S. GDP.

Learn more about E15 here.

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Updated Western Solar Plan to guide responsible development in 11 Western states WASHINGTON — The Department of the Interior today announced an updated Western Solar Plan to help guide efficient and environmentally responsible solar energy permitting on public lands across the West. ?The plan will guide the siting of solar energy proposals in areas with fewer resource conflicts,  advance the nation’s growing clean energy economy, help lower energy costs …

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Chairman Hall, Vice Chair Lear, Ranking Member Rogers, Jr., and members of the Committee,

Thank you for the opportunity to provide written testimony regarding House Bill 358. Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants that each year produce more than 9.5 billion gallons of renewable fuel, 123 businesses associated with the production process, and tens of thousands of biofuel supporters around the country. Together, we are working to bring better and more affordable choices at the fuel pump to consumers, improve air quality, and protect the environment for future generations. We remain committed to helping our country diversify its energy portfolio, sustain family farms, and drive down the costs of transportation fuels for consumers.

We write today in support of Ohio’s efforts to establish primacy in the approval and regulation of Class VI carbon dioxide sequestration wells for potential projects in the state. Carbon sequestration is a critical tool for the bioethanol industry, particularly as demand for low-carbon liquid fuels continues to rise. Ohio is positioned as one of only a relatively handful of states with optimal carbon sequestration geology.

Liquid fuels are expected to continue to dominate the nation’s transportation fuel matrix in the coming decades. Domestic markets, as well as an increasing number of international markets, are placing a premium on low-carbon liquid fuels. By establishing primacy, Ohio’s bioethanol industry, coupled with favorable geology for sequestration in several regions of the state, will provide additional economic benefits to the biofuels industry and the rural Ohio economies it supports via increased access to these low-carbon domestic and international markets.

With the U.S. Department of Agriculture predicting further decreases in farm incomes, these new markets and economic opportunities are particularly important for rural communities dependent on grain prices and biofuels production. As of November 11, 2024, 154 Class VI permits were currently under review by the U.S. Environmental Protection Agency. Many of these permit applications have experienced delay after delay, preventing bioethanol producers from moving forward on capital- and labor-intensive carbon sequestration projects.

By establishing primacy, Ohio can move forward with CCUS projects without delays from federal agencies. Growth Energy’s members, and the corn growers with whom we work, will benefit greatly from Ohio’s efforts on Class VI primacy. Ohio can join North Dakota, Wyoming, and Louisiana in taking advantage of this economic opportunity for a variety of industries.

We thank State Representative Robb-Blasdel for introducing this legislation and working with stakeholders to ensure the economic benefits of CCUS projects can benefit Ohioans across its energy industry. Given our industry’s experience and expertise in carbon reduction, we are happy to assist the Committee with technical questions as they consider this important legislation.

The post Growth Energy Submits Testimony on Ohio Class VI Primacy appeared first on Growth Energy.

Chair Shink,

Thank you for the opportunity to provide testimony on SB 1171. Growth Energy is the world’s largest association of biofuel producers, representing 97 U.S. plants—including two plants in Michigan—that produce more than 9 billion gallons of renewable fuel annually; 123 businesses associated with the production process; and tens of thousands of biofuel supporters nationwide. Together, we are working to bring consumers better and more affordable choices at the fuel pump, improve air quality, and protect the environment for future generations. We remain committed to helping diversify our country’s energy portfolio, grow more energy jobs, decarbonize our nation’s energy mix, sustain family farms, and drive down the costs of transportation fuels for consumers.

Growth Energy supports SB 1171, which provides certain updates to the Motor Fuels Quality Act of 1984. As a partner with fuel retailers across the country, we work to ensure statutory and regulatory certainty in the fuel retail market so that consumers have access to fuels with higher blends of ethanol, which will help them save money at the pump while using a lower carbon fuel.

We appreciate the efforts in SB 1171 to streamline Michigan’s statute with federal regulations regarding dispenser labeling for retailers offering E15. E15 is a blend consisting of 15 percent bioethanol, has been approved for use by the EPA in all passenger vehicles model year 2001 and newer, more than 96 percent of the vehicles on the road today. It is now for sale at more than 3,400 locations in 32 states.

Provisions in SB 1171 ensure the federal label required by the U.S. Environmental Protection Agency in 40 CFR 1090.1510 for retailers offering E15 is sufficient for the state and provides consumers the assurance they are filling their tank with a more affordable fuel option that is safe for their engines. The EPA label is the standard for E15 dispensers and consistent for fuel retailers across the country.

According to recent data from Environmental Health and Engineering, today’s bioethanol reduces greenhouse gases (GHG) by nearly 50 percent compared to gasoline and can provide even further GHG reductions with additional readily available technologies. A national analysis showed a reduction of 580,000 tons of GHGs annually in Michigan if E15 replaced E10 gasoline. This is the GHG reduction equivalent of removing more than 126,000 vehicles from Michigan’s roads without impacting a single driver just by using a higher ethanol-blend fuel. These emissions reductions also come with meaningful consumer cost-savings. During the summer of 2023, E15 was sold at 15 cents less per gallon where available on average nationwide.

We thank Chair Shink for introducing this bill, appreciate the collaboration with the Department of Agriculture and Rural Development, and urge all members of the committee to support the bill.

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A new study on behalf of Milliken has identified the top U.S. states for sustainable energy production. The rapid rise of the sustainable energy sector worldwide has been one of the most important technological and economic stories of recent years. Continued urgency to mitigate the impact of climate change has spurred governments and companies to speed the transition …

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The international biofuels industry has found an unlikely ally in the waste management sector. A heightened global urgency to reduce greenhouse gas emissions (GHGs) is incentivizing renewable fuels production like never before, but the International Energy Agency (IEA) recently warned of an impending feedstock shortage for biodiesel, renewable diesel and biojet (aviation fuel) production, estimated …

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