Why has the introduction of natural gas vehicles failed in Germany?—Lessons on the role of market failure in markets for alternative fuel vehicles

Energy Policy ◽  
2015 ◽  
Vol 78 ◽  
pp. 91-101 ◽  
Author(s):  
Dirk Peters von Rosenstiel ◽  
Daniel F. Heuermann ◽  
Stefan Hüsig
Keyword(s):  
Natural Gas ◽  
Market Failure ◽  
Alternative Fuel ◽  
Alternative Fuel Vehicles ◽  
Natural Gas Vehicles

scholarly journals Driver Use and Perceptions of Refueling Stations Near Freeways in a Developing Infrastructure for Alternative Fuel Vehicles

2018 ◽  
Vol 7 (11) ◽  
pp. 242 ◽  
Author(s):  
Scott Kelley
Keyword(s):  
Los Angeles ◽  
Natural Gas ◽  
Metropolitan Area ◽  
Urban Areas ◽  
Alternative Fuel ◽  
Fuel Tank ◽  
Alternative Fuel Vehicles ◽  
Compressed Natural Gas ◽  
Travel Survey ◽  
Station Location

There is growing agreement that refueling station location plans that aim to encourage public adoption of alternative fuel vehicles (AFVs) should include sites near freeways in urban areas. Little is known, though, about the refueling behavior of early AFV adopters in these locations, which can involve travel on complex and congested roadways. To address this, an intercept travel survey collected data from 158 drivers of compressed natural gas (CNG) vehicles who refueled at CNG stations near freeways in greater Los Angeles, California. Results show that these stations met refueling demand from across the majority of the metropolitan area, and the distribution of local and distant refueling demand was consistent except for the downtown station. Drivers also considered these stations to be safe and accessible. Nearly half of drivers did not include another local stop in conjunction with their refueling trip that required leaving and returning to the freeway. These respondents refueled on longer trips with lower fuel tank levels, while refueling at the station that minimized deviation. Refueling downtown negatively influenced refueling in this manner. These findings should be considered when recommending station sites near freeways in future AFV infrastructure plans.

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.

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.

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.

scholarly journals ADOPTION AND DEVELOPMENT OF ALTERNATIVE FUEL VEHICLES IN TRINIDAD AND TOBAGO

2020 ◽  
Author(s):  
Kohan Dolcy ◽  
Trevor Townsend
Keyword(s):  
Natural Gas ◽  
Trinidad And Tobago ◽  
Electric Vehicles ◽  
Traffic Congestion ◽  
Alternative Fuel ◽  
Data Availability ◽  
Transport Sector ◽  
Alternative Fuel Vehicles ◽  
Aggressive Approach ◽  
The Government

The transport sector has been identified as one of the highest contributors to greenhouse gas emissions in Trinidad and Tobago owing to the increase in the number of vehicles and the inherent traffic congestion. The vehicles are mainly fuelled by conventional fuels with relatively few being alternative fuel vehicles (AFVs), primarily in the form of compressed natural gas (CNG) vehicles. This research explores the current situation with the development and adoption of AFV technology in Trinidad & Tobago. In Trinidad, the natural gas supply is already well-established, refuelling stations are in operation and up to 18 original equipment manufacturer CNG vehicles are available on the market, supplemented by the option of vehicle conversion. The opposite is true for electric vehicles, with only one recognized dealer offering electric vehicles and public charging stations, and only one related market incentive in effect. Despite the number of initiatives geared toward CNG development, the 2018 vehicle conversion targets have not been realized and it would require a very aggressive approach to achieve those figures by 2020. The authors have identified the key impediments to successful attainment of the targets. They note that few of the ongoing fiscal incentives, measures or pilot projects by the government ministries that are associated with renewable energies are directly linked to the transportation sector. Additionally, since measures of effectiveness for sustainability are not being monitored, the country cannot adequately determine its progress towards sustainability. The authors propose measures towards achieving sustainable development in transportation and to overcome the constraints of data availability, perceived barriers to AFV adoption and the notion of affordability over sustainability.

Sign in / Sign up

Export Citation Format

Share Document