Alternative Fuel Vehicle Programs: Applicability of Government Incentives

1997 ◽  
Vol 1587 (1) ◽  
pp. 1-9 ◽  
Author(s):  
Doug Howell ◽  
Michael Chelius
Keyword(s):  
Alternative Fuels ◽  
State Level ◽  
Alternative Fuel ◽  
Political Support ◽  
Infrastructure Development ◽  
Federal Mandates ◽  
Alternative Fuel Vehicles ◽  
Program Success ◽  
State And Local ◽  
State Programs

The effectiveness of state and local government programs that are intended to foster the use of alternative fuel vehicles (AFVs) and the use of government-based incentives to enhance the effectiveness of government AFV programs are analyzed. The findings from surveys of all 50 states of officials overseeing or managing state AFV programs are reported. The survey investigated AFV program motivation, financing, fuel tracking, barriers, applicability of incentives, and future needs. Research revealed that most AFV programs are in their infancy and are focused on basic needs, such as AFV procurement and refueling infrastructure development. Research also revealed that the federal AFV purchase and air quality mandates are the primary reason states engage in AFV activities, and federal funds are the primary funding source. Federal AFV purchase mandates are clearly stimulating activity; however, delay and modification of these mandates have a deleterious effect on state AFV programs. Many officials indicated that dual and bifuel AFVs do not use alternative fuels and that tracking of fuel use is limited. Political support, “fuel neutrality,” and increased AFV promotion were reported as important to program success. The authors conclude that both federal mandates and incentives are important, if not critical, for continued AFV progress at the state level. Using state programs as models, federal incentive programs should be flexible and fuel neutral, should reflect a “polluter pays” concept, should provide funds for federal mandates, and should address multiple federal goals.

scholarly journals Validation of a roadmap for mainstreaming nutrition-sensitive interventions at state level in Nigeria

2020 ◽  
Vol 19 (1) ◽  
Author(s):  
Oluchi Ezekannagha ◽  
Scott Drimie ◽  
Dieter von Fintel ◽  
Busie Maziya-Dixon ◽  
Xikombiso Mbhenyane
Keyword(s):  
State Level ◽  
End Users ◽  
Political Support ◽  
Expert Review ◽  
Program Success ◽  
National Programs ◽  
Nutrition Sensitive ◽  
Content Review ◽  
Political Economic ◽  
Validation Tool

Abstract Background National programs are often developed with little consideration to the sub-national local factors that might affect program success. These factors include political support, capacity for implementation of program and variation in malnutrition indices being tackled. State context factors are evident in the distribution of malnutrition (e.g. high prevalence or gap among Local Government Areas), in the implementation of nutrition-sensitive interventions (e.g. access to early childhood education) and in the political economic context (e.g. presence of external funding agencies). Context is shaped by the economy, population, religion, and poverty, which impact everyday lives. Considering these contexts, a roadmap was developed and validated. The aim of this paper is to report expert review and stakeholder validation to determine feasibility of the developed contextualised roadmap for two Nigerian states. Methods A validation tool was developed and reviewed using three experts. The content review occurred in two rounds to obtain recommendation and revisions of the developed roadmap and the validation tool. A pilot test of the roadmap and validation tool was done using two stakeholders in South Africa. The roadmap and the validation tool were then sent to the stakeholders and potential end-users in Nigeria using electronic media. Two research assistants were also engaged to deliver and collect hard copies to those who preferred it. Results Of the ten stakeholders invited, nine responded. All participants showed an adequate understanding of the roadmap as evidenced by the scores given. Responses regarding the translation of the roadmap to implementation varied. The majority (86,6%) either strongly agreed or agreed that the actions were translatable (43.0 and 43.6% respectively). Conclusions The final roadmap comprises of actions that are appropriate for the state’s context. It is recommended that stakeholders or end-users of any programme must be involved in the validation of such contextual programmes to improve chances of success.

Transitional Alternative Fuels and Vehicles Model

1997 ◽  
Vol 1587 (1) ◽  
pp. 10-18 ◽  
Author(s):  
Paul Leiby ◽  
Jonathan Rubin
Keyword(s):  
Alternative Fuels ◽  
Large Scale ◽  
Production Capacity ◽  
Alternative Fuel ◽  
Transitional Period ◽  
Vehicle Model ◽  
Fuel Production ◽  
Alternative Fuel Vehicles ◽  
Long Run

The Transitional Alternative Fuels Vehicle model simulates the use and cost of alternative fuels and alternative fuel vehicles over the period 1996 to 2010. It is designed to examine the transitional period of alternative fuel and vehicle use. It accounts for dynamic linkages between investments and vehicle and fuel production capacity, tracks vehicle stock evolution, and represents the effects of increasing scale and expanding retail fuel availability on the effective costs to consumers. Fuel and vehicle prices and choices are endogenous. Preliminary results that illustrate the role of potentially important transitional phenomena are discussed. This model extends previous, long-run comparative static analyses of policies that assumed mature vehicle and fuel industries. As a dynamic transitional model, it can help to assess what may be necessary to reach mature, large-scale, alternative fuel and vehicle markets, and what it would cost.

scholarly journals Alternative Fuel Vehicles Today and Their Impacts in the Transportation industry

2021 ◽  
Author(s):  
Abdul M. Miraz
Keyword(s):  
Carbon Dioxide ◽  
Carbon Dioxide Emissions ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Alternative Fuel ◽  
Transportation Industry ◽  
Alternative Fuel Vehicles ◽  
Pros And Cons ◽  
Fuel Costs

Canadians are concerned about their environment around them, global warming and also related issues regarding this aspect. But on the other hand many donʼt realize that the cars and trucks that they drive are a major source of these problems, and that there are alternative choices of transportation that they can make out there. Majority of us drive or ride in vehicles that are powered by petroleum based fossil fuels i.e. gasoline or diesel. But some people, however, are choosing to drive vehicles that run on smaller amounts of fuel, and/or partially or completely on fuels other than diesel or gasoline. These types of advanced and alternative fuel vehicles (AFVs) help reduce our dependence on foreign oil imports, save us money on fuel costs, and improve our air quality. Alternative fuels nowadays have received some attention as a potential option to curtail the carbon dioxide emissions form vehicles. My project report discusses the feasibility and desirability of the use of alternative fuels as a strategy to mitigate automotive carbon dioxide emissions. For example what types of impact are we to expect in the transportation industry due to alternative fuel vehicles and are they economically feasible to consumers? And what type of long-term benefits do they offer? And if a person is willing to know more about these alternative fuel vehicles that are out in the market, where should they go for more information? It is a type of a summary of all the aspects about alternative fuel vehicles and their pros and cons.

scholarly journals Private Sector Engagement in the Self-Governance of Urban Sustainable Infrastructure: A Study on Alternative Fueling Infrastructure in the United States

2021 ◽  
Vol 13 (22) ◽  
pp. 12435
Author(s):  
Heewon Lee
Keyword(s):  
Private Sector ◽  
Alternative Fuels ◽  
Financial Incentive ◽  
Local Level ◽  
Collaborative Governance ◽  
Alternative Fuel ◽  
The United States ◽  
Alternative Fuel Vehicles ◽  
Incentive Programs ◽  
The U.S

Greenhouse gas emission reduction and decarbonization goals drive citizens’ interests in alternative fuel vehicles and have created fast-growing demands on alternative fuels. While governments are promoting the transition to alternative fuel vehicles, the lack of refueling and recharging infrastructure for the vehicles is a key barrier to the adoption. At the same time, the public sector cannot solely provide needed alternative fueling infrastructure due to limited financial resources. Consequently, governments in the U.S. have been working on facilitating the private sector’s investment in alternative fueling infrastructure. The most common approach was financial incentive programs and policies, but the U.S. also promotes self-organized collaborative governance of alternative fuels across sectors at the local level. This paper asks whether these two approaches stimulate the private sector’s engagement in providing alternative fueling infrastructure. This study uses the case of the Clean Cities program that targets the reduction in petroleum usage, adoption of alternative fuels and creation of self-governance at the local level. Local private businesses, local government agencies and non-profit organizations voluntarily participate in the local transition to alternative fuels. Therefore, this governance aims at facilitating more sustainable actions and business choices in the private sector. This paper tests the hypotheses of whether the local self-governance of Clean Cities increases privately-owned alternative fueling infrastructure using panel fixed-effects Poisson regression models. Based on the data of counties in 12 states from 2004 to 2015, the results of empirical analysis suggest that both self-governance and financial incentive programs are effective in increasing the engagement of private actors in providing alternative fueling infrastructure.

Transitions in Light-Duty Vehicle Transportation: Alternative-Fuel and Hybrid Vehicles and Learning

2003 ◽  
Vol 1842 (1) ◽  
pp. 127-134 ◽  
Author(s):  
Paul N. Leiby ◽  
Jonathan Rubin
Keyword(s):  
Alternative Fuels ◽  
Large Scale ◽  
Fuel Efficiency ◽  
Alternative Fuel ◽  
Hybrid Vehicle ◽  
Learning By Doing ◽  
Long Term Effects ◽  
Alternative Fuel Vehicles ◽  
Production Scale ◽  
Light Duty Vehicle

New vehicle technologies and alternative fuels are believed to be key factors in increasing energy security, improving air quality, and reducing greenhouse gas emissions. Proposed legislation (Energy Policy Act of 2003) would extend significant tax credits to fuel-cell vehicles and promote hybrid vehicle use through credits toward other federal requirements (i.e., for alternative fuel use). Analyses using single-period equilibrium models and multiple-period scenario analyses are often used to demonstrate the feasibility of technology to attain policy goals. These analyses typically assume mature markets, large-scale vehicle production, and the widespread availability of alternative fuels at retail stations. These conditions are not currently attained and may or may not be realized in a market economy. The Transitional Alternative Fuels and Vehicles model is used to simulate market outcomes for the use and cost of alternative-fuel vehicles (AFVs) and hybrid electric vehicles (HEVs) over a 20-year period, considering possible transitional barriers related to infrastructure needs, production scale, and technological learning. Without subsidies, no substantial penetration by HEVs is projected, based on their prospective fuel efficiency gains and costs. Hybrid subsidies (on the order of $2,000/vehicle) can induce substantial hybrid penetration and gasoline demand displacement under the U.S. Energy Information Administration’s 2001 oil price projections. This result is quantitatively different from that achieved for AFVs. Temporary HEV subsidies are effective at inducing hybrid vehicle penetration but do not have long-term effects once they are removed unless costs are reduced due to learning-by-doing.

Automotive industry ecologization: advantages and challenges of alternative fuel vehicles implication

2021 ◽  
pp. 176-198
Author(s):  
Alina Kudanova ◽  
Ekaterina Yakovleva
Keyword(s):  
Automotive Industry ◽  
Alternative Energy ◽  
Greenhouse Gas Emission ◽  
Combustion Engine ◽  
Public Awareness ◽  
Alternative Fuel ◽  
Infrastructure Development ◽  
Alternative Fuel Vehicles ◽  
Automotive Market ◽  
Oil Derivatives

In this research we investigate the ecologization process of automotive market. It is a replacement of internal combustion engine (ICE) working on oil derivatives with hybrid or electric vehicles and automobiles on methane, hydrogen or biofuel. Growing demand for alternative fuel vehicles (AFVs) should trigger technology and infrastructure development, alternative energy elaboration and more environment- friendly means of hydrogen production. Besides, AFVs expansion should be an incentive to decrease hydrocarbons dependence in automotive industry, to diminish anthropogenic influence on environment, as well as to generate eco-friendly lifestyle and driving habits. In Russia’s climate and economic conditions, expansion of methane fuel automobiles maybe a priority. At an initial stage it will insignificantly reduce greenhouse gas emission, but later on will lower particulate matters emissions and raise public awareness of AFVs.

Impacts on Home Heating Costs of Incentives for Alternative Fuel Vehicles

1996 ◽  
Vol 1520 (1) ◽  
pp. 131-139
Author(s):  
Thomas Kornfield ◽  
Michael F. Lawrence
Keyword(s):  
Natural Gas ◽  
Alternative Fuels ◽  
Motor Vehicle ◽  
Alternative Fuel ◽  
Fuel Oil ◽  
Base Case ◽  
Alternative Fuel Vehicles ◽  
Home Heating ◽  
Distillate Fuel ◽  
Regulatory Incentives

Regulatory incentives for increased usage of alternative fuels in motor vehicles could have an impact on home heating costs, potentially increasing the price of natural gas and liquefied petroleum gas (LPG, or propane) while decreasing the price of home heating oil. The Alternative Fuels Trade Model (AFTM) is used to estimate these end-use cost impacts by comparing price results from two scenarios: a base case and an unconstrained case. The AFTM is a macroeconomic simulation model for determining prices and quantities that balance the interrelated world oil and gas markets given assumptions about supply, demand, and costs. Under the base case, alternative fuel usage is set at 5.5 percent of total light-duty motor vehicle fuel usage, while under the unconstrained case, alternative fuel-usage levels increase to 32 percent. All prices and expenditures are estimated for the year 2010 and are expressed in 1992 dollars. Increased usage of compressed natural gas (CNG) and LPG by alternative fuel vehicles as a result of either regulatory incentives or market forces will tend to increase annual natural gas and LPG home heating costs, while reducing distillate fuel-oil home heating costs. Per household, natural gas and LPG annual home heating costs are predicted to increase by $4.14 and $20.65, respectively, while annual distillate fuel-oil home heating costs are predicted to decrease by $3.17. The increase for LPG amounts to a 3.7 percent increase over the base case expenditures. These cost impacts are estimated at the national and regional levels and by income classification.

scholarly journals Alternative Fuel Vehicles Today and Their Impacts in the Transportation industry

2021 ◽  
Author(s):  
Abdul M. Miraz
Keyword(s):  
Carbon Dioxide ◽  
Carbon Dioxide Emissions ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Alternative Fuel ◽  
Transportation Industry ◽  
Alternative Fuel Vehicles ◽  
Pros And Cons ◽  
Fuel Costs

Canadians are concerned about their environment around them, global warming and also related issues regarding this aspect. But on the other hand many donʼt realize that the cars and trucks that they drive are a major source of these problems, and that there are alternative choices of transportation that they can make out there. Majority of us drive or ride in vehicles that are powered by petroleum based fossil fuels i.e. gasoline or diesel. But some people, however, are choosing to drive vehicles that run on smaller amounts of fuel, and/or partially or completely on fuels other than diesel or gasoline. These types of advanced and alternative fuel vehicles (AFVs) help reduce our dependence on foreign oil imports, save us money on fuel costs, and improve our air quality. Alternative fuels nowadays have received some attention as a potential option to curtail the carbon dioxide emissions form vehicles. My project report discusses the feasibility and desirability of the use of alternative fuels as a strategy to mitigate automotive carbon dioxide emissions. For example what types of impact are we to expect in the transportation industry due to alternative fuel vehicles and are they economically feasible to consumers? And what type of long-term benefits do they offer? And if a person is willing to know more about these alternative fuel vehicles that are out in the market, where should they go for more information? It is a type of a summary of all the aspects about alternative fuel vehicles and their pros and cons.

Potential Coverage of Alternative Fuel Industries under EPACT Section 501

1996 ◽  
Vol 1520 (1) ◽  
pp. 147-155
Author(s):  
P. S. Hu ◽  
M. Q. Wang ◽  
A. Vyas ◽  
M. Mintz ◽  
S. C. Davis
Keyword(s):  
Natural Gas ◽  
Alternative Fuels ◽  
Electric Utilities ◽  
Alternative Fuel ◽  
The Other ◽  
Alternative Fuel Vehicles ◽  
Light Duty ◽  
Energy Policy Act ◽  
Light Duty Vehicles ◽  
Year 2000

The Energy Policy Act (EPACT) has the goal of replacing 10 percent of transportation petroleum fuel with alternative fuels and replacement fuels by the year 2000 and 30 percent by 2010. Sections 501 and 507 of EPACT mandate use of alternative fuel vehicles (AFVs) in fleet applications. In particular, Section 501 requires that certain percentages of new light-duty vehicles (LDVs) acquired by alternative fuel providers be AFVs. The first step in estimating the effects of these mandates entails identifying affected fleets that are covered by the act. An assessment of potential fleet coverage of Section 501 is presented. This assessment concludes that a limited number of companies in the methanol, ethanol, propane, and hydrogen industries are likely to be covered by this mandate. On the other hand, many of the large crude-oil producers, petroleum refiners, natural-gas producers and transporters, and natural gas and electric utilities are likely to be subject to this mandate.

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