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| 1 |
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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| 2 |
ID:
127247
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2014.
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| Summary/Abstract |
The modified Renewable Fuel Standard (RFS2) prescribes a volume of biofuels to be used in the United States transportation sector each year through 2022. As the dominant component of the transportation sector, we consider the feasibility of the light-duty vehicle (LDV) parc to provide enough demand for biofuels to satisfy RFS2. Sensitivity studies show that the fuel price differential between gasoline and ethanol blendstocks, such as E85, is the principal factor in LDV biofuel consumption. The numbers of flex fuel vehicles and biofuel refueling stations will grow given a favorable price differential. However, unless the feedstock price differential becomes extreme (biomass prices below $100 per dry ton and oil prices above $215 per barrel), which deviates from historical price trends, LDV parc biofuel consumption will fall short of the RFS2 mandate without an enforcement mechanism. Additionally, such commodity prices might increase biofuel consumption in the short-term, but discourage use of biofuels in the long-term as other technologies that do not rely on any gasoline blendstock may be preferable. Finally, the RFS2 program goals of reducing fossil fuel consumption and transportation greenhouse gas emissions could be achieved through other pathways, such as notable improvements in conventional vehicle efficiency.
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| 3 |
ID:
124577
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| Publication |
2013.
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| Summary/Abstract |
Security, environment, and economic concerns are commonly identified as three major objectives of energy policy. State and federal governments have set aggressive targets for carbon emissions reductions and for alternative fuel use and increased vehicle efficiency to reduce petroleum consumption. Moreover, jobs creation and GDP growth are often cited as key drivers for energy policies. Previous studies on energy policy decision-making have examined the process for developing and evaluating options using multi-criteria decision analysis tools. In addition, energy opinion polls have either elicited preferences between two goals or whether the public supports a specific policy action. In this article, we report results from a survey of 884 members of professional membership organizations on how the U.S. should prioritize energy policy across the goals of energy supply security, environment and climate, and economics and job creation. The majority favor policymaking that is balanced across all three. Security and economic concerns increase with age for male respondents, whereas environment is the highest priority for females regardless of age. Unlike previous surveys that target the general public and focus on a particular objective or technology, these results provide an example of eliciting a portfolio allocation across multiple energy policy goals from targeted constituents.
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