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.

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.

System Parameter Study for a Light-Weight Series Hydraulic Hybrid Vehicle

2014 ◽  
Author(s):  
Katharina Baer ◽  
Liselott Ericson ◽  
Petter Krus
Keyword(s):  
Fuel Efficiency ◽  
Hybrid Vehicle ◽  
Urban Traffic ◽  
Parameter Study ◽  
Hydraulic Hybrid ◽  
Component Sizing ◽  
Vehicle Propulsion ◽  
System Pressure ◽  
Light Duty Vehicle ◽  
Hydraulic Hybrid Vehicle

Amongst the hybrid vehicle propulsion solutions aiming to improve fuel efficiency, hybrid electric solutions currently receive most attention, especially on the market. However, hydraulic hybrids are an interesting alternative, especially for heavier vehicles due to higher power density which is beneficial if higher masses are moved. As a step towards a comprehensive design framework to compare several possible hydraulic hybrid architectures for a specified application and usage profile, the model of a series hydraulic hybrid vehicle was previously introduced and initially studied concerning component sizing for an exemplary light-duty vehicle in urban traffic. The vehicle is modeled in the Hopsan simulation tool. A comparably straight-forward engine management is used for the vehicle control; both pump and engine controls are based on the hydraulic accumulator’s state-of-charge. The model is developed further with respect to the accumulator component model. Based on that, the influence of several system and component parameters, such as maximum system pressure and engine characteristics, as well as controller parameters on the vehicle’s performance is analyzed. The goal is to allow for more understanding of the system’s characteristics to facilitate future optimization of the system.

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 Potential Impacts of Energy Policy Act on Electricity and Natural Gas Provider Fleets

1996 ◽  
Vol 1520 (1) ◽  
pp. 156-163
Author(s):  
Anant D. Vyas ◽  
Michael Q. Wang
Keyword(s):  
Natural Gas ◽  
Energy Policy ◽  
Metropolitan Areas ◽  
Alternative Fuel ◽  
Alternative Fuel Vehicles ◽  
Light Duty ◽  
Energy Policy Act ◽  
Light Duty Vehicle ◽  
Light Duty Vehicles

Section 501 of the 1992 Energy Policy and Conservation Act (EPACT) mandates that alternative fuel providers who sell such fuels for transportation acquire alternative fuel vehicles (AFVs). The potential impacts of this mandate on the two largest groups of alternative fuel providers—electricity and natural gas (NG) providers—are presented. Nationwide, 166 electric-only utilities, 127 NG-only utilities, and 55 dual-utilities are covered by EPACT. Together, these companies own or operate nearly 122,000 light-duty vehicles in EPACT-defined metropolitan areas. Some 63 NG producers and transporters, which have 9,700 light-duty vehicles, are also covered. Covered fuel providers are expected to purchase 2,710 AFVs in 1996 and 13,650 AFVs by 2001. NG companies already have 19.4 percent of their existing light-duty vehicle stocks as AFVs, dual companies have 10.0 percent, NG producers and transporters have 7.0 percent, and electric companies have 1.6 percent. If the existing AFVs count toward meeting the Section 501 requirements, NG providers (utilities, dual utilities, producers, and transporters) will need to make little effort, but electric companies will have to make substantial commitments to meet the requirement.

scholarly journals Transition Challenges for Alternative Fuel Vehicle and Transportation Systems

2008 ◽  
Vol 35 (6) ◽  
pp. 1070-1097 ◽  
Author(s):  
Jeroen Struben ◽  
John D Sterman
Keyword(s):  
Internal Combustion Engines ◽  
Word Of Mouth ◽  
Alternative Fuel ◽  
Learning By Doing ◽  
Transportation Systems ◽  
Reduced Form ◽  
Critical Threshold ◽  
Alternative Fuel Vehicles ◽  
Positive Feedbacks ◽  
Complementary Resources

Automakers are now developing alternatives to internal combustion engines (ICE), including hydrogen fuel cells and ICE-electric hybrids. Adoption dynamics for alternative vehicles are complex, owing to the size and importance of the auto industry and vehicle installed base. Diffusion of alternative vehicles is both enabled and constrained by powerful positive feedbacks arising from scale and scope economies, research and development, learning by doing, driver experience, word of mouth, and complementary resources such as fueling infrastructure. We describe a dynamic model of the diffusion of and competition among alternative fuel vehicles, including coevolution of the fleet technology, behavior, and complementary resources. Here we focus on the generation of consumer awareness of alternatives through feedback from consumers' experience, word of mouth, and marketing, with a reduced-form treatment of network effects and other positive feedbacks (which we treat in other papers). We demonstrate the existence of a critical threshold for sustained adoption of alternative technologies, and show how the threshold depends on economic and behavioral parameters. We show that word of mouth from those not driving an alternative vehicle is important in stimulating diffusion. Expanding the model boundary to include learning, technological spillovers, and spatial coevolution of fueling infrastructure adds additional feedbacks that condition the diffusion of alternative vehicles. Results show scenarios for successful diffusion of alternative vehicles, but also suggest that marketing programs and subsidies for alternatives must remain in place for long periods for diffusion to become self-sustaining.

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.

State Vehicle Fleets and Their Potential Acquisition of Alternative Fuel Vehicles under EPACT 507

1996 ◽  
Vol 1520 (1) ◽  
pp. 140-146
Author(s):  
P. S. Hu ◽  
M. Q. Wang
Keyword(s):  
Energy Policy ◽  
Turnover Rate ◽  
Alternative Fuel ◽  
State Governments ◽  
Operating Characteristics ◽  
Alternative Fuel Vehicles ◽  
Light Duty ◽  
Energy Policy Act ◽  
Light Duty Vehicle ◽  
Model Year

Section 507(o) of the Energy Policy Act (EPACT) requires state governments to purchase an increasing percentage of alternative fuel vehicles for their light-duty vehicle (LDV) fleets. This requirement began in model year 1996. To determine the effect of this mandate, the total number of state vehicles that may be covered under this mandate and the number of alternative-fuel LDVs that may be acquired is estimated. In addition, operating characteristics, fuel use, turnover rate, and refueling practices of state fleet vehicles are presented.

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.

Sign in / Sign up

Export Citation Format

Share Document