Freight transport accounts for 8–15% of total traffic flow in urban areas within the European Union. The majority of these deliveries are undertaken by diesel-powered vehicles with extremely ...disproportionate levels of CO2, NOx and particulate matter emissions. Accordingly, a variety of strategic options have been advanced as key solutions for addressing fossil fuel demand and emissions in urban freight transport. This paper progresses the discourse on hydrogen vehicles as viable strategic options for addressing sustainability concerns in urban logistics by undertaking a comprehensive total cost of ownership analysis. Outcomes from this study not only support the economic competitiveness of hydrogen vehicles, but also analyse implications of several future policy and market scenarios.
•A TCO approach is proposed for evaluating the potential of hydrogen vehicles in urban logistics.•An extensive sensitivity analysis is performed.•Policy recommendations are provided.
This paper proposes a general model to evaluate the Total Cost of Ownership (TCO) of durable consumer goods (e.g. cars, household appliances). The TCO approach has been developed to support ...purchasing decisions in the business-to-business domain: here we use similar principles to consider the business-to-consumer context. The new customer-oriented activity-based model includes 37 activities, classified by process and temporal phase. The model allows computing the costs incurred by the customer from the search and selection phase to the end of the product life. Furthermore, the paper discusses four modes of application of the model: One-to-one TCO evaluation, Average Product TCO evaluation, Average Customer TCO evaluation, and Average TCO. An empirical test on a sample of washing machines shows that customer habits (e.g. the usage frequency or the detergents used) are the most relevant factor affecting the TCO, with a far greater impact than the purchasing price. Thanks to the resolution of a number of gaps pointed out by a literature review on TCO research, the new model can be used as a decision support tool by enabling product comparisons and cost structure analysis.
•Explores equitable domestic and transport energy futures in Northern Ireland.•Transport modal shift incurs economic benefits but also time penalties.•EVs cost competitive across all case study ...scenarios from 2025.•Post retrofit assessment shows lingering nature of financial burden.•Expansion of supports is a crucial component of the Just Transition.
Despite increasing policy emphasis on creating a more equitable society as a key component of the energy transition, there is still a dearth of assessments investigating the equity outcomes of decarbonisation scenarios and community scale Just Transition case studies, and those focusing on both energy and transport. This work seeks to fill this gap by examining energy and transport poverty could be alleviated by scenario analysis of these linked aspects of the Just Transition using an urban and a rural case study in Northern Ireland. This work examines the total costs of ownership of mode shifting and car sharing in transport and investment needs for domestic retrofit for energy poverty alleviation. The analysis finds that eBikes for suitable commutes bring substantial economic and environmental benefits compared to cars. For car sharing, the economic and environmental benefits are also substantial, with electric vehicles becoming cost effective at all occupancy rates from 2025. Regarding the alleviation of energy poverty, the mean cost to retrofit energy poor dwellings ranges from £2,143 depending on dwelling type. However, up to 3.5% of residents of each dwelling type will find the consequent debt burden causes significant financial stress, particularly for the elderly and those claiming benefits. This study concludes that the current mechanisms to support energy and transport poverty alleviation are insufficient and too narrowly targeted. Their expansion is a requisite component of any hopes of achieving a Just Transition in Northern Ireland.
Hydrogen as an energy carrier faces challenges such as high costs of hydrogen supply, high cost of fuel cell electric vehicles (FCEVs), and substantial infrastructure requirements. However, leading ...countries have announced long-term plan and targets in developing hydrogen energy. Should the Association of Southeast Asian Nations (ASEAN) follow up such developments? This study asks if hydrogen-based road transport, especially FCEVs in the fleets of passenger cars, buses, and trucks, could be economically justified in the ASEAN member states. If not, what strategies to take for ASEAN member states? The study applies a well-to-wheel model and a total cost of ownership model to compare the energy consumption, carbon emissions, as well as the costs of FCEVs with those of alternative powertrains. This practice shows the scale of the cost gaps. Subsequently, it estimates the implications of predicted future developments of both hydrogen and FCEVs, in terms of costs and carbon emissions reduced. The results indicate the areas in which FCEVs are most likely to become competitive in the near future, and thus could be targeted and prioritised. By comparing the country-specific results, implications are extended to what policies are most relevant in facilitating the development of hydrogen and fuel cell.
•The higher TCO of FCEVs is largely driven by capital expenditure of the vehicles.•The transportation and dispensing of hydrogen contribute to fuel cost of FCEV significantly.•By 2030, FCEVs as passenger cars and buses can compete with conventional powertrains.•Gaps in both TCO and fuel cost per km are quantified, with implications on the necessary policy support.•Thailand is highlighted with the potential to lead the adoption of hydrogen energy and FCEVs among AMS.
From an economic perspective, the purchase cost of an electric bus is greater than that of a conventional one. This results from the additional components of the bus drivetrain and the costly ...charging infrastructure. However, it should be noted that electric bus ensures greener and more sustainable public transport. The presented study focuses on the economic and energy efficiency analysis of city buses with different types of driving system evaluated forselected urban and suburban routes. The routes differ in terms of the number of journeys per day, elevation, the daily distance travelled, and the daily operating time. The results demonstrate that driving conditions can affect economic efficiency. The Total Cost of Ownership (TCO) method used in the study shows that electric buses represent the highest TCO values among the vehicles taken into account. However, for the TCO calculated for electric and hybrid buses, fuel (energy) costs have a much lower share than for the TCO of conventional buses.
Against the background of the growing market share of electric vehicles worldwide, the recycling of used vehicle batteries needs to be further investigated. In this paper, two recycling processes for ...pyrolyzed black mass from end-of-life lithium-ion batteries, a pyrometallurgical route and a hydrometallurgical route with precedent early-stage lithium recovery, are techno-economically evaluated using a total cost of ownership approach. From a technical point of view, this approach thus focuses on maximizing the recycling efficiency achieved by pyrolysis treatment of the battery scrap to pre-separate copper and aluminum. A scenario analysis of the future development of material prices and the market share of cell chemistries is performed to determine the influence of these variables on the profitability of the recycling processes. In general, current trends in cell chemistry pose challenges to profitable LIB recycling. The hydrometallurgical recycling route was found to be less susceptible to price fluctuations and changes in cell chemistry than the pyrometallurgical recycling route and is therefore expected to be more profitable than the pyrometallurgical recycling route when scaled up, especially considering the trend towards decreasing cobalt content in lithium-ion batteries.
•Consideration of new method for early-stage lithium recovery before hydrometallurgy.•Current LIB cell chemistries pose challenges to profitable LIB recycling.•Main factors affecting economic feasibility are material and energy prices.•Hydrometallurgy found to be more robust against changing boundary conditions.•Upscaling of mass throughput is expected to increase profitability of processes.
Battery electric vehicles (BEVs) have been slow to diffuse on the international as well as the Swedish market. Previous studies have indicated situational factors such as economic factors, size and ...performance to be of major importance for vehicle purchasers in their choice of vehicle. In this paper, the authors explore a consumer centric total cost of ownership (TCO) model to investigate the possible discrepancy between purchase price and the TCO between internal combustion engine vehicles (ICEVs), hybrid electric vehicles (HEVs) and BEVs. The creation and testing of the TCO model reveals that computation could be a challenging task for consumers due to bounded access of relevant data and the prediction of future conditions. The application of the model to the vehicle sample found that BEVs could be cheaper compared to ICEVs and HEVs. The findings in this paper could prove to be of importance for policy and marketing alike in designing the most appropriate business models and information campaigns based on consumer conditions in order to further promoting the diffusion of BEVs in society.
•Investigate range and total cost of ownership of BEVs using comprehensive 2019 U.S. driving data on the Lyft platform.•86% of drivers could switch to a BEV250 without having to curtail their mileage ...on more than 5% of active days.•While BEV100 is sufficient for most household vehicles in the US, BEV250 is a better choice for ride-hailing drivers.•Range and lifetime cost should not be significant barriers to widespread EV take-up in the ride-hailing.
Transportation network companies provide an increasingly significant share of mobility, which has prompted interest in curbing greenhouse gas emissions in the ride-hailing sector. Vehicle electrification offers the possibility of vast emissions reductions, but a number of factors are thought to constrain this transition. We investigate two such factors – battery electric vehicle (BEV) range and total cost of ownership – from 2019 driving data covering all U.S. drivers on the Lyft platform. We estimate that, for more than 86% of drivers, their daily travel needs can be met by a fully charged BEV with listed range of 250 miles (BEV250) on at least 95% of days. New and pre-owned BEVs both appear to be cost-saving for many drivers. We estimate that a $5,700 BEV purchase subsidy would make new BEVs cost-competitive to gas-powered vehicles for all drivers on the Lyft platform, holding annual mileage and vehicle prices constant. Our results suggest that range and lifetime cost should not be significant barriers to widespread EV take-up in the ride-hailing sector. More generally, they suggest that continued moderate subsidies for BEVs, information interventions, and targeting of such programs to ride-hailing drivers who stand to gain most from them will promote a faster transition in this sector. Driver-targeted outreach and information provision related to EV benefits, as well as expansion of charging availability and fast charging rates through local and federal policy, are additional valuable steps to encourage ride-hailing electrification.
•Markets assessed: Brazil, China, Europe, India, Japan and United States of America.•Diesel, Hybrid and Electric Vehicle models evaluated on dedicated real drive cycles.•In China, Japan and India, ...hybrid vehicles have lowest life cycle CO2 emissions.•In Brazil, Europe and Japan, hybrid vehicles have lowest total cost of ownership.
Recently, many countries have set the target for the automakers to sell only vehicles with zero tailpipe emissions in the future, like in Europe, the United Kingdom, as well as the United States of America, promoting a major shift towards electric vehicles globally. But the electric vehicles do have emissions during their entire life cycle, these emissions vary from country to country, depending mainly on their electricity generation mix. Moreover, considering the cost aspect, an Electric Vehicle with a driving range of 500 km costs way higher than an Internal Combustion Engine Vehicle offering twice the range. Hence, in this study, a numerical evaluation is done for conventional diesel, hybrid and electric sports utility vehicles, on real drive cycles in the six largest automotive markets, namely, China, United States of America, Europe, Japan, India and Brazil, to assess the degree of electrification suitable for lowest life cycle emissions and total cost of ownership in each country. The global results for diesel, hybrid and electric vehicles of life cycle CO2 emissions are 0.21–0.29 kg/km, 0.13–0.20 kg/km and 0.08–0.20 kg/km while for total cost of ownership are 0.21–0.33 €/km, 0.23–0.34 €/km and 0.37–0.47 €/km, respectively. Thus, although the long-range Electric Vehicles can be emitting lowest in few markets, its total cost of ownership will still be the highest.
An important barrier to electric vehicle (EV) sales is their high purchase price compared to internal combustion engine (ICE) vehicles. We conducted total cost of ownership (TCO) calculations to ...study how costs and sales of EVs relate to each other and to examine the role of fiscal incentives in reducing TCO and increasing EV sales. We composed EV-ICE vehicle pairs that allowed cross-segment and cross-country comparison in eight European countries. Actual car prices were used to calculate the incentives for each model in each country. We found a negative TCO-sales relationship that differs across car segments. Compared to their ICE vehicle pair, big EVs have lower TCO, higher sales, and seem to be less price responsive than small EVs. Three country groups can be distinguished according to the level of fiscal incentives and their impact on TCO and EV sales. In Norway, incentives led to the lowest TCO for the EVs. In the Netherlands, France, and UK the TCO of EVs is close to the TCO of the ICE pairs. In the other countries the TCO of EVs exceeds that of the ICE vehicles. We found that exemptions from flat taxes favour big EVs, while lump-sum subsidies favour small EVs.
•Pairwise comparison of EV and ICE vehicle TCO and sales in eight European countries.•In NO, EV TCO is lower than ICE TCO; in NL, FR, and UK, EV TCO is slightly higher.•Compared to ICE vehicles, big EVs have lower TCO and higher sales than small EVs.•Exemptions from flat taxes favour big EVs, lump-sum subsidies favour small EVs.•Most popular EV models: Tesla Model S, Nissan Leaf, Mitsubishi Outlander PHEV.
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