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Among the transportation-related elements of US President Barack Obama’s new climate action plan, which he is outlining today in a speech at Georgetown University, is the development of new fueleconomy standards for heavy-duty vehicles post-2018. Earlier post.). Other efforts will include: Natural Gas. Energy Efficiency.
In regions where the share of coal-based electricity is relatively low, EVs can achieve substantial GHG reduction, the team reports in a paper in the ACS journal Environmental Science & Technology. According to the 12 th Five-Year Plan of the China Coal Industry (2011?2015)
While oil will remain the most widely used fuel, overall energy demand will be reshaped by a continued shift toward less-carbon-intensive energy source as well as steep improvements in energy efficiency in areas such as transportation, where the expanded use of advanced and hybrid vehicles will help push average new-car fueleconomy to 48 mpg (4.9
The IEA said that this reflects the continued domination of fossil fuels—particularly coal—in the energy mix and the slow uptake of other, lower-carbon supply technologies. Fueleconomy improvements accelerate where implementation of fueleconomy standards and other policy measures has been scaled up, the report notes.
This decrease was driven largely by a decrease in emissions from fossil fuel combustion resulting from a decrease in total energy use in 2019 compared to 2018 and a continued shift from coal to natural gas and renewables in the electric power sector. from 2018 to 2019, and CO 2 emissions just from fossil fuel combustion decreased 2.7%
However, they also noted, high PTW efficiencies and the moderate fueleconomies of current compressed natural gas vehicles (CNGVs) make them a viable option as well. The study investigated the the WTW energy and emissions from the use of natural gas in CNGVs with a range of CNGV fueleconomy and natural gas compressor efficiency.
Since Wheeler became the acting administrator last July, he has released plans to unwind rising emissions and attendant fueleconomy standards enacted under President Obama, and to rescind California's half-century-old authority to set tighter emissions.
USenergy-related carbon dioxide emissions and fossil fuel energy consumption. In the transportation sector, consumption and emissions trends in the past have been driven by changes in travel demand, fuel prices, and fueleconomy regulations. Other sectors have also increased their consumption of natural gas.
Electric vehicles charged in coal-heavy regions can create more human health and environmental damages from life cycle air emissions than gasoline vehicles, according to a new consequential life cycle analysis by researchers from Carnegie Mellon University. Fossil fuel plants are the ones dispatched in response to new charging load.
The increase from 2012 to 2013 was due to an increase in the carbon intensity of fuels consumed to generate electricity due to an increase in coal consumption, with decreased natural gas consumption, according to the report. Total US emissions have increased by 5.9% from 1990 to 2013. CO 2 emissions from LDVs totaled 1,028.0
The current vehicle footprint-based Corporate Average FuelEconomy (CAFE) standards create a financial incentive for automakers to increase vehicle size, except under certain limited conditions of consumer preference for vehicle size, according to a study by University of Michigan researchers Kate Whitefoot and Steven Skerlos.
Advanced Coal Technologies. China is rapidly deploying supercritical and ultra-supercritical coal combustion plants, which have fewer emissions and are more efficient than conventional coal plants because they burn coal at much higher temperatures and pressures. Alternative Energy Vehicles.
Technology warming potential (TWP) for three sets of natural gas fuel-switching scenarios. (A) A) CNG light-duty cars vs. gasoline cars; (B) CNG heavy-duty vehicles vs. diesel vehicles; and (C) combined-cycle natural gas plants vs. supercritical coal plants using low-CH 4 coal. Source: Alvarez et al. Click to enlarge.
Researchers at Purdue University have developed a facility aimed at learning the chemical kinetic processes in coal and biomass gasification to improve thermodynamic efficiency and reduce the environmental impact of the technology. We want to show that our system is flexible for using coal and biomass. Earlier post.).
In their study, they considered the aggregate implications of EV adoption, fueleconomy policy, EV charging methods, and renewable electricity standards (RESs). Taken to the extreme, this would lead to falling CV fueleconomy as EV adoption increases. —Choi et al.
The rising fueleconomy of LDVs more than offsets the modest growth in VMT, resulting in a 25% decline in LDV energy consumption decline between 2012 and 2040 in the AEO2014 Reference case. Natural gas overtakes coal as the largest fuel for US electricity generation. from 2012 to 2040, compared to 1.2% per year, from 21.5
Improvements result from an optimistic scenario achieving doubling of new vehicle fueleconomy in 2035 from today’s value. Developing technologies for the conversion of biomass and coal-to-liquid fuels. from liquid-fuel production plants is captured and stored geologically. Source: America’s Energy Future, Fig.
The fueleconomy standards are increased through model year 2020 to meet the statutory requirements of EISA2007. The AEO2011 Reference case does not include the proposed fueleconomy standards for heavy-duty vehicles because the specifics of the new standards are not yet available. Unconventional vehicle sales.
In 2009, the carbon intensity of the electric power sector decreased by nearly 4.3%, primarily due to fuel switching as the price of coal rose 6.8% Increased use of natural gas in place of coal caused the sector’s carbon intensity to decrease. The fueleconomy of the total US fleet improved from 27 mpg US in 2008 to 28.5
To determine GHG emissions, UCS considered the fueleconomy, fuel type, and sales volume of each type of vehicle sold by each automaker in the 2013 model year (MY2013). Climate Change Coal Emissions Fuel Efficiency' Methodology.
For the diesel truck, the overall energy use is composed of upstream efficiency of diesel fuel production and vehicle operation efficiency. Monte Carlo simulation results for different drive cycles (as a proxy for fueleconomy), operational ranges (64 or 80 km; 40 or 50 miles), EVSE Level 1 or 2, and battery replacement (0 or 1) scenarios.
This decrease was largely driven by a decrease in emissions from fossil fuel combustion, which was a result of multiple factors including a continued shift from coal to natural gas and increased use of renewables in the electric power sector, and milder weather that contributed to less overall electricity use.
In China, 85% of electricity production is from fossil fuels, of which ?90% 90% is from coal. 1 , equivalent to a gasoline car with a fueleconomy of 5.6 Unique aspects of China include the large population and coal-heavy electricity system. L/100km (or 42 mpg US). in most cities.
For the Transportation sector, EIA projects that energy consumption will decline between 2019 and 2037 (in the Reference case) because increases in fueleconomy more than offset growth in vehicle miles traveled (VMT). However, US coal shipments, which are primarily via rail, decline slightly. trillion miles in 2018 to 3.5
tons of coal burned in a power-generation plant. Further improving its on-road performance, FCA’s TorqueFlite eight-speed automatic transmission benefits fueleconomy, whether mated to the 2.0-liter CO 2 e output from 7.7 CO 2 e produced when powering 2.4 average American homes for one year. liter turbocharged I-4 or the 3.6-liter
Fuel Efficiency Improvement Technologies for Conventional Stoichiometric Gasoline Direct Injection Multi-Cylinder Internal Combustion Engine. All fuel consumption testing must be conducted according to automotive industry norms.
In recent years, the US electric power sector’s historical reliance on coal-fired power plants has begun to decline. Emissions per capita fall by an average of 1% per year from 2005 to 2035, as growth in demand for transportation fuels is moderated by higher energy prices and Federal fueleconomy standards.
Interest in HEVs and BEVs is driven by a dramatic reduction in or elimination of tailpipe emissions, and the increased fueleconomy of these vehicle types helps reduce the world’s dependence on oil. —John Humphrey, senior vice president of automotive operations at J.D. Power and Associates. Government Regulations.
Ford says that the new Transit, which begins production in Kansas City in 2013, will achieve at least 25% better fueleconomy than current E-Series vans. Ford has gained major market share in key commercial vehicle segments as the economy rebounds from the industry lows of 2009. EcoBoost V6. Earlier post.)
barely rises in OECD countries, although there is a pronounced shift away from oil, coal (and, in some countries, nuclear) towards natural gas and renewables. Despite the growth in low-carbon sources of energy, fossil fuels remain dominant in the global energy mix, supported. Energy demand. Renewables.
Among medium- and heavy-trucks, Class 8 trucks are the largest CO 2 emitters and fuel users, consuming two-thirds of all truck fuel, or 1.57 Current fueleconomy for Class 8 trucks is estimated by the US Department of Energy at 6.0 million barrels per day. mpg and projected to rise modestly to 6.8 mpg by 2025 (EIA, 2009).
Natural gas is projected to be the fastest growing fossil fuel, and coal and oil are likely to lose market share as all fossil fuels experience lower growth rates. Fossil fuels’ contribution to primary energy growth is projected to fall from 83% to 64%. Oil, excluding bio-fuels, will grow relatively slowly at 0.6%
These medium-duty postal and parcel delivery trucks operate in an urban environment in which a significant portion of their trip time is spent idling, resulting in low fueleconomy. Vehicles operated in states heavily dependent on coal for producing electricity showed higher emissions. MJ/t·km and 0.63 kgCO 2 e/t·km).
DOE recognizes that technology developments can help make vehicles more efficient and alternative fuels more economic, but the deployment of any technologies it helps develop is largely determined by policies, such as Corporate Average FuelEconomy standards. Impartial DOE research can help inform these standards. fleets).
quadrillion Btu in 2035, as a result of fueleconomy improvements achieved through stock turnover as older, less efficient vehicles are replaced by newer, more fuel-efficient vehicles. Beyond 2035, LDV energy demand begins to level off as increases in travel demand begin to exceed fueleconomy improvements in the vehicle stock.
By 2040, natural gas is expected to account for more than a quarter of global energy use, surpassing coal in the overall mix. Still, over time, global coal demand is expected to remain most prominent in Asia Pacific, primarily to support growing power-generation requirements. Fuel efficiency. billion in 2040. l/100 km) in 2010.
Under a carbon-constrained scenario with high wind-power penetrations, more installed capacity would be required to meet electricity demand relative to a business-as-usual grid mix reliant on coal or nuclear. This suggests that there are important market failures in consumer decision-making about fueleconomy. ”.Empirical
L/100 km) for a BEV; on the other extreme are Botswana and Gibraltar (which generate 100% of their electricity from coal and oil), each with 29.0 country-specific electricity production by fuel source compiled by the International Energy Agency. MPG ghg (0.05 MPG ghg (8.1 The corresponding value for the US is 55.4 MPG ghg (4.2
Rice University researchers have determined a more effective way to use natural gas to reduce climate-warming emissions would be in the replacement of existing coal-fired power plants and fuel-oil furnaces rather than burning it in cars and buses.
Even then the US is unlikely to reach a 50% reduction in petroleum use by 2030 because very little time remains for achieving the required massive changes in the on-road LDV fleet and/or its fuel supply. Many of the vehicles on the road in 2030 will have been built by 2015, and these will lower the fueleconomy of the on-road fleet.
We consider three indicative scenarios that vary the rate of technological improvement and changes in fueleconomy regulations. The Efficiency Policy scenario takes account of recent adopted or proposed fueleconomy goals. The Historical scenario uses relationships derived only from historical trends.
Boiler emission factors: updated stationary combustion emission factors for coal and biomass boilers for industrial applications. Soybeans-based fuels: updated N 2 O emissions in soybean fields. Other updates: Natural gas: updated methane leakage emissions for natural gas pathways.
Work on liquid methanol-fueled combustion engines was largely dropped in Europe and the US by the end of the 20 th century, the Tsinghua authors noted, largely because of the high cost of production of methanol, which was generated primarily from natural gas. —Fan et al.
However, fuel demand will plateau and gradually decline as consumers turn to smaller, lighter vehicles and technologies improve fueleconomy. This unprecedented improvement in global fueleconomy is expected to reflect a surge in hybrid vehicle sales. liters per 100 km) compared to 24 mpg (9.8
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