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| 1 |
ID:
091571
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2009.
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| Summary/Abstract |
Crude oil is a limited natural resource subject to depletion and several reports indicate that the world's crude oil production is close to the maximum level and that it will start to decrease after reaching this maximum. A post-Kyoto political agenda to reduce oil consumption will have the same effect on aviation fuel production as a natural decline in the crude oil production. On the other hand, it is predicted by the aviation industry that aviation traffic will keep on increasing.
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| 2 |
ID:
150746
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| Summary/Abstract |
Directive 1999/94/EC requires Member States of the European Union (EU) to ensure that consumers are informed about the fuel consumption and CO2 emissions of new passenger cars. The European Commission is currently evaluating the directive. In support of this effort, we assess the status of car labelling in the EU. We find that all EU Member States have formally implemented national car labelling schemes. However, relevant information is not presented to consumers in a uniform manner. Only 13 Member States have implemented graphic labels that differ in their design, metrics, and classification of vehicles. The fuel consumption data displayed to consumers underrate yearly fuel costs in the order of several hundred Euros per car. We argue that car labelling can be made more effective if Member States adopt: (i) a uniform label that mirrors, as far as feasible, the design of the EU energy label, (ii) data and classification metrics that accurately reflect the fuel consumption and CO2 emissions observed by consumers, and (iii) a labelling scale that allows differentiation between efficient hybrid and plug-in hybrid vehicles. By following these recommendations, the European car labelling can receive wider recognition and foster well-informed consumer choices.
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| 3 |
ID:
116734
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2012.
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| Summary/Abstract |
Recent estimates of fuel consumption in construction projects are highly variable. Lack of standards for reporting at both the equipment and project levels make it difficult to quantify the magnitude of fuel consumption and the associated opportunities for efficiency improvements in construction projects. In this study, we examined clusters of Environmental Impact Reports for seemingly similar construction projects in California. We observed that construction projects are not characterized consistently by task or equipment. We found wide variations in estimates for fuel use in terms of tasks, equipment, and overall projects, which may be attributed in part to inconsistencies in methodology and parameter ranges. Our analysis suggests that standardizing fuel consumption reporting and estimation methodologies for construction projects would enable quantification of opportunities for efficiency improvements at both the equipment and project levels. With increasing emphasis on reducing fossil fuel consumption, it will be important to quantify opportunities to increase fuel efficiency, including across the construction sector.
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| 4 |
ID:
099284
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2010.
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| Summary/Abstract |
Estimation of fuel (gasoline and diesel) consumption for vehicles in China under different long-term energy policy scenarios is presented here. The fuel economy of different vehicle types is subject to variation of government regulations; hence the fuel consumption of passenger cars (PCs), light trucks (Lts), heavy trucks (Hts), buses and motor cycles (MCs) are calculated with respect to (i) the number of vehicles, (ii) distance traveled, and (iii) fuel economy. On the other hand, the consumption rate of alternative energy sources (i.e. ethanol, methanol, biomass-diesel and CNG) is not evaluated here. The number of vehicles is evaluated using the economic elastic coefficient method, relating to per capita gross domestic product (GDP) from 1997 to 2007. The Long-range Energy Alternatives Planning (LEAP) system software is employed to develop a simple model to project fuel consumption in China until 2030 under these scenarios. Three energy consumption decrease scenarios are designed to estimate the reduction of fuel consumption: (i) 'business as usual' (BAU); (ii) 'advanced fuel economy' (AFE); and (iii) 'alternative energy replacement' (AER). It is shown that fuel consumption is predicted to reach 992.28 Mtoe (million tons oil equivalent) with the BAU scenario by 2030. In the AFE and AER scenarios, fuel consumption is predicted to be 734.68 and 600.36 Mtoe, respectively, by 2030. In the AER scenario, fuel consumption in 2030 will be reduced by 391.92 (39.50%) and 134.29 (18.28%) Mtoe in comparison to the BAU and AFE scenarios, respectively. In conclusion, our models indicate that the energy conservation policies introduced by governmental institutions are potentially viable, as long as they are effectively implemented.
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| 5 |
ID:
177422
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| Summary/Abstract |
Most households in sub-Saharan Africa rely on wood-based cooking fuels and their number is expected to rise. Despite this, national and subnational energy policies often neglect biomass cooking fuels. A Formative Scenario Analysis process is applied to show how the cooking fuel sector in Kilimanjaro Region (Tanzania) and Kitui County (Kenya) might evolve by 2030. In order to provide relevant knowledge for potential energy policies, this paper aims to identify the main drivers impacting the cooking fuel sector, and to assess and explore current and future demand and supply potential of biomass cooking fuels.
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| 6 |
ID:
166345
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The gap between certified and real-world passenger vehicle emissions is widening and has driven vehicle policy transitions in the US and in Europe, particularly in the wake of emissions measurement scandals. Since carbon dioxide emissions are highly correlated with fuel consumption (FC), fuel consumption regulation is a useful policy instrument to combat climate change. Although the Chinese government set fuel economy standards in 2004, like many countries it does not conduct testing to confirm real-world FC rates comply with the standards. This paper employs a dataset of real-world FC measurements self-reported by over 1 million vehicle owners in China between 2008 and 2017 through a dedicated mobile phone application. By comparing this user-generated FC data with FC certification, the study provides an indication of discrepancies of FC gap and its characteristics, including: vehicle model year, transmission type, segment, weight bin, and market share. The study finds that while average certified FC decreased by 15% between 2008 and 2017, real-world FC remained unchanged, resulting in FC gap increase from 12% to 30%. The paper concludes that use of a local test-cycle, authoritative data collection, and stronger enforcement, may be useful policy tools for reducing China's real-world vehicle energy consumption.
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| 7 |
ID:
111312
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| Publication |
2012.
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| Summary/Abstract |
We address the empirical question of the extent to which higher fuel efficiency of cars affects additional travel and the way this behavioral aspect is modified by additional variables. The data set used to estimate a theoretical model of the rebound effect covers two panel waves, 1998 and 2003, taken from the German Socio-Economic Panel (SOEP). To take full advantage of the information in the data available, and to avoid problems due to possible selection effects, we estimated an unbalanced two-wave random effects panel model. Our results suggest that in line with the rebound hypothesis, car efficiency has a negative effect on the kilometers driven. That is, the lower the fuel consumption, the greater the distance driven. However, contrasting recent empirical literature about the rebound effect in the transportation sector, this seems to be true only for cars with a consumption of more than roughly 8 l per 100 km. In addition, we find a positive diesel effect, which implies that owning a diesel engine car is positively correlated with the distance driven. Both effects can be interpreted as support for the rebound hypothesis, although not in a simple linear way. Moreover, it can be shown that some "soft" variables such as certain attitudes towards the environment tend to amplify this non-linear rebound effect.
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| 8 |
ID:
094860
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2010.
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| Summary/Abstract |
A new average CO2 emissions limit for passenger cars was introduced in EU in 2009 imposing gradual average CO2 emissions reduction to 130 g/km until 2015. This paper attempts to study possible changes in vehicle characteristics for meeting this limit taking into account the average European passenger car of 2007-2008. For this purpose first the most important factors affecting vehicle fuel consumption over the reference cycle (NEDC) are identified. At a second step, the CO2 benefit from the optimisation of these factors is quantified, through simulations of 6 different passenger cars commonly found in the European fleet. For the simulations Advisor 2002 was employed and validated against published type approval data. The analysis indicated that substantial reductions in vehicle weight, tyre rolling resistance and engine efficiency are necessary to reach even the 2008 target. A 10% reduction in average vehicle weight combined with 10% better aerodynamic characteristics, 20% reduced tyre rolling resistance and a 7.5% increase in average powertrain efficiency can lead to CO2 reductions of approximately 13% (about 138 g/km based on 2007-2008 fleet-wide performance). Complying with the 130 g/km within the next six-year timeframe will be a rather difficult task and additional technical measures appear to be necessary.
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| 9 |
ID:
150737
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| Summary/Abstract |
In the United States, road infrastructure funding is declining due to an increase in fuel efficiency and the non-adjustment of fuel taxes to inflation. Legislation to tax plug-in vehicles has been proposed or implemented in several states. Those propositions are contrary to policies to promote fuel efficient vehicles. This paper assesses (1) the magnitude of the decline in federal fuel tax revenue caused by plug-in vehicles and (2) quantifies the revenue that could be generated from a federal plug-in vehicle registration fee. We find that the contribution of plug-in vehicles to the decline of the federal fuel tax revenue is at most 1.6% and the majority of the shortfall can be attributed to the non-adjustment of the fuel tax rate and the increase in vehicle fuel efficiency by 2040. An additional tax of $50–$200 per plug-in vehicle per year in the reference case would generate $188–$745 million in 2040 which represents an increase of 1.69–6.71% in federal fuel tax revenue compared to no tax. The lesson for policy makers is that plug-in vehicles do not contribute significantly to the funding shortfall in the short- and medium-run and a supplemental tax would generate a small percentage of additional revenue.
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| 10 |
ID:
181431
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| Summary/Abstract |
To study the influence of different factors on the fuel consumption of vehicles on the superhighway, and determine the weight of the influence of different factors and the relationship among the factors. Through the literature research and Delphi method, 16 factors affecting fuel consumption were determined, which were divided into four dimensions: driver, vehicle, road, and environment. Integrated Decision-Making and Trial Evaluation Laboratory (DEMATEL) and interpretive structural model (ISM) was used to establish a multi-level hierarchical structure model. The results show that the hierarchical structure model can be divided into six layers. The first layer is the driving technology and driving speed, which are the direct factors affecting the fuel consumption of vehicles; the sixth layer is the engine performance and topographic characteristics, which is the deep factor affecting the fuel consumption of vehicles. Besides, by calculating the cause degree and the center degree for analysis, it is found that there are 10 casual factors, 6 results factors, and 8 key influencing factors. The research results can provide a reference for the analysis of vehicle fuel consumption on the superhighway and provide a reference for the construction of the superhighway with a superior economy.
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| 11 |
ID:
091525
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| Publication |
2009.
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| Summary/Abstract |
By the end of 2006, there were about 24 million total passenger cars on the roads in China, nearly three times as many as in 2001. To slow the increase in energy consumption by these cars, China began implementing passenger car fuel economy standards in two phases beginning in 2005. Phase 1 fuel consumption limits resulted in a sales-weighted new passenger car average fuel consumption decrease of about 11%, from just over 9 l/100 km to approximately 8 l/100 km, from 2002 to 2006. However, we project that upon completion of Phase 2 limits in 2009, the average fuel consumption of new passenger cars in China may drop only by an additional 1%, to approximately 7.9 l/100 km. This is due to the fact that a majority of cars sold in 2006 already meets the stricter second phase fuel consumption limits. Simultaneously, other trends in the Chinese vehicle market, including increases in average curb weight and increases in standards-exempt imported vehicles, threaten to offset the efficiency gains achieved from 2002 to 2006. It is clear that additional efforts and policies beyond Phase 2 fuel consumption limits are required to slow and, ultimately, reverse the trend of rapidly rising energy consumption and greenhouse gases from China's transportation sector.
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| 12 |
ID:
149850
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| Summary/Abstract |
This paper looks at the technological growth of new car fleet fuel efficiency in the European Union between 1975 and 2015. According to the analysis results, from1975 to 2006 the fuel efficiency technology improvements were largely offset by vehicles' increased weight, engine size, and consumer amenities such as acceleration capacity. After 2006, downsizing in weight and engine capacity was observed in new car fleet, while fuel consumption decreased by 32% between 2006 and 2015. We adopt a statistical method and find that from 1975 to 2015, a 1% increase in weight would result in 0.3 to 0.5% increments in fuel consumption per 100 km, and a 1% reduction in 0–100 km/h acceleration time would increase fuel consumption by about 0.3%. Impacts of other attributes on fuel consumption are also assessed. To meet the European Union's 2021 fuel consumption target, downsizing of cars, as well as at least maintaining fuel efficiency technology growth trend observed between 2005 and 2015, are needed. Government policies on controlling improvement in acceleration performance or promoting alternative fuel vehicles are also important to achieve European Union 2021 target.
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