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.

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.

scholarly journals The role of maize hybrids in current trends of bioethanol production

2020 ◽  
Vol 26 (2) ◽  
pp. 21-29
Author(s):  
Valentina Nikolić ◽  
Slađana Žilić ◽  
Milica Radosavljević ◽  
Marijana Simić
Keyword(s):  
Fossil Fuels ◽  
Raw Materials ◽  
Alternative Fuel ◽  
Bioethanol Production ◽  
Economic Activities ◽  
Fuel Production ◽  
Gasoline Demand ◽  
Current Trends ◽  
Production And Consumption

Bioethanol is a biofuel that is mostly used as a replacement for fossil fuels worldwide with yearly production reaching nearly 110 billion liters in 2019. Trends of producing this alternative fuel are rising and maize is considered as one of the best renewable raw materials for the production of fuel ethanol due to the high content of starch in the grain. Taking into account that Serbia is one of the most prominent maize producers in Europe, the surpluses of this crop could be directed towards bioethanol production. Even though there is no organized production and consumption of bioethanol as an automotive fuel in Serbia, the Serbian Government has recently introduced some new regulations regarding biofuels. However, due to the reduction of economic activities since the onset of COVID-19 pandemic in 2020, the global demand for crude oil has fallen sharply, negatively affecting the gasoline demand, and thus for bioethanol, which makes the future of this alternative fuel production notably uncertain.

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.

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 Optimizing Number and Locations of Alternative-Fuel Stations Using a Multi-Criteria Approach

2019 ◽  
Vol 9 (1) ◽  
pp. 3715-3720 ◽  
Author(s):  
B. Badri-Koohi ◽  
R. Tavakkoli-Moghaddam ◽  
M. Asghari
Keyword(s):  
Alternative Fuels ◽  
Large Scale ◽  
Fossil Fuels ◽  
Net Present Value ◽  
Alternative Fuel ◽  
Optimal Number ◽  
Mixed Integer ◽  
Parameter Values ◽  
Flow Refueling

The transition to alternative fuels is obligatory due to the finite amount of available fossil fuels and their rising prices. However, the transition cannot be done unless enough infrastructure exists. A very important infrastructure is the fueling station. As establishing alternative-fuel stations is expensive, the problem of finding the optimal number and locations of initial alternative-fuel stations emerges and it is investigated in this paper. A mixed-integer linear programming (MILP) formulation is proposed to minimize the costs using net present value (NPV) technique. The proposed formulation considers the criteria of the two most common models in the literature for such a problem, namely P-median model and flow refueling location model (FRLM). A decision support system is developed for the users to be able to control the parameter values and run different scenarios. For case study purposes, the method is used to find the optimal number and locations of the alternative-fuel stations in the city of Chicago. Some data wrangling techniques are used to overcome the inability of the method to solve very large-scale problems.

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.

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.

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