Free Research Paper About Alternatively Fueled Vehicles Policies

In Biofuels Data and Social Accounting Matrices Prepared for Policy Assessment Models based on the GTAP 7 Data Base, Xin Zhou and Satoshi Kojima argue that “liquid biofuels have a potential to contribute to a wide range of policy objectives” playing a crucial role in the mitigation of GHG emissions. Their comprehensive economic and environmental report outlines the development of global biofuels benefits in terms of considering the “foreign exchange savings by reducing the volume of” unrenewable imports. While their predictions and purposes offer a constructive overview of eighteen major global biofuels’ production data and consumption figures, this discourse addresses the following areas of questions pertaining to alternative fueled vehicles policies. The discussion consists of four basic parts: (a) description and evaluation of the situation of liquid transport biofuels in Nigeria, (b) assessment of current initiatives for electric vehicles in the United States, (c) description and assessment of China’s expansion efforts regarding the use of electric cars, and (d) a perusal of views on whether the transition from petro-fuels to alternatives renders the ‘right’ policy.
In describing and evaluating the efforts of Nigeria’s pursuit of biofuels as a transportation fuel, a recent practical case study emerged from a team of experts from university Departments of Chemical Engineering and Water Resources Engineering. The current drive in Nigeria to install environmentally friendly resources of energy identifies a multi-strand approach. Highina et al. compare differences between petro-fuels and alternative biofuel liquids, “in terms of availability of raw materials, method of production, fuel properties and environmental hazards in Nigeria.” The report initially emphasizes that biofuels are derived from agricultural sources and that biodegradable raw materials from the forests can supplement petroleum products. The concept exhibits that sugarcane or grain crops can produce at least “two major fuels” of bioethanol noting that the focus of their research work rests upon the possibility of powering road vehicles, such as cars and trucks, as well as aircraft. Highina, Bugaje, and Umar inform that biodiesel and bioethanol fuels currently “account for more than 95 percent of global biofuels usage.” Reliance upon both these kinds of biofuels translates into a great reduction of dependence upon Nigerian fossil fuels, and opens the door to take advantage of renewable fuel alternatives.
For example, the researchers report on two historical cases in which biofuel energy sources provided power for earlier inventors and industrialists. Highina et al. cite the German engineer in 1896 named Rudolf Diesel who’s first engine took peanut fuel, while later Henry Ford “one of the pioneer automobile manufacturers, designed his first model to run on ethanol.” In mention of the past debacles of oil crisis pricing events in the 1970s, the article makes good common sense in discussing the overall situation of bioavailable resources in Nigeria. While it is true that abundant biomass material exists in Nigeria, but that their feedstock capabilities for “transportation fuels they have constraints and environmental effects.” Much of the arable land in Nigeria is industrially and commercially committed to food production. The key recognition involves the factor that although biomass fuel cultivation is renewable, and given the CO2 process of photosynthesis, the reality dictates that “the amount that can be produced at a given time is limited by the availability of the natural resources that support” its production.
Sources of liquid biofuels in Nigeria forecast hopeful arrangements to allow for the adequate utilization of biofuels to perform as transport fuels. In acknowledgement that biofuels serve to reduce greenhouse gas emissions, the researchers perceive how CO2 in its combustible state equates to an equal amount consumed by plant life. While it is admitted that quality assessments will determine environmental and health effects, university scientists in Nigeria also continue to explore the challenges represented by biofuels as transport fuel alternatives. Some manufacturers may tackle the idea of minute portions of additives to the biofuel. Meanwhile, in the United States researchers Lippke et al. are using a “life-cycle analysis to evaluate alternative uses of wood including both products and fuels” to reveal how carbon hierarchy may interact an impact resulting in reducing carbon emissions. Entertaining the possibility of wood-based biofuel technologies for the production of alternatives to reducing carbon emissions, the Lippke team has recorded data on methods, findings, and results.
The attention now moves its focus to the northwestern hemisphere, wherein current initiatives to expand infrastructure for electric vehicles in the United States shall be described and assessed. The discussion occurs within the rubric of the Department of Energy (DOE) Clean Cities program. Three areas of the concepts to be covered include: (a) overview of strategic sustainability plans, (b) sketch of Denver as pertains to a city profile, (c) private industry concerns and partnerships, and (d) review of Massachusetts as sample of state expansion usage. In a most recent report from the U.S. Environmental Protection Agency, Craig Hooks discusses a multi-layered plan of performance to build an infrastructure to sustain a workable rubric for climate resilience, buildings, fleet, and water management. While the confines of this paper fails to bridge specifics in each element, the agency plans to implement strategic goals of building sustainability, a particular interesting venture. The building renovation infrastructure proposal project illustrates that an incorporation of “green building specifications into all new construction and major renovation projects” must meet federal requirements while using the EPA ‘GreenCheck’ method. The EPA further recommends that such building infrastructure details in any “newly constructed and renovated leased space” ensures quality of meeting federal and EPA standards of green-building requirements.
Beyond the creation of sustainability in the various infrastructure domains the DOE Clean Cities program advocates individual city plans, to complete the theoretical narrative into best practices. Denver, Colorado represents a forward-moving urban city which has facilitated accomplishments, and partnership coalitions with the Clean Cities program. Current initiatives for Denver involves over 6,500 stakeholders embracing a “mission to reduce petroleum consumption in the transportation sector” specifically. Obviously this plan and concept includes propagation and encouragement of electric vehicles, as inter-developmental cooperation with the Vehicle Technologies Office. The entity is constantly unfolding pathways to the creation of environmentally efficient highways, making charging locations for fuel-efficient vehicles available, and generally keeping abreast of (and ready to disseminate) knowledge pertaining to education, news, testing, modeling, and financial opportunities. Its website link is found on the Clean Cities Denver Metro page.
Since the program was introduced in 1993, Clean Cities renewable energy efforts in transportation fuel economies, fosters private industry partnerships. Such stakeholders are able to span and cross bridges from the national level, which makes information available, to the local level where “nearly 100 coalitions leverage these resources to create networks of local stakeholders and provide customized technical assistance to fleets implementing alternative and renewable fuels, idle-reduction measures, fuel economy improvements,” and new technology innovations in transportation. An amazing savings goal of 2.5 billion gallons of petroleum is earmarked for the year 2020. Without the cooperation and shared proactive endeavors of the private industry it is doubtful that this could be possible. Private sector actors shall be deployed and organized as local coalitions, which certainly makes sense. Cumulative efforts are then able to work on all aspects of the project, such as: technical assistance to fleets, analysis and documentation, and “seeding local alternative markets.” Naturally, states also resolve to play their part in the elimination of petroleum use. In totality, nationwide “nearly 18,000 stakeholders participate in Clean Cities coalitions, and their projects are transforming local and regional transportation markets.” The map, {courtesy of the Alternative Fuels Data Center} offers an exciting visual of the situation below. The state example in this paper selects Massachusetts.
The Massachusetts Clean Cities report, issued in March of 2014, engages the realm of technology transportation deployment. Expanding the effect of the DOE Clean Cities program, the state of Massachusetts will also have coordinators who “submit data on the sales of alternative fuels, deployment of alternative fuel vehicles and hybrid electric vehicles, idle-reduction initiatives, fuel economy activities, and programs to reduce vehicle miles traveled.” At a December 2012 stakeholders meeting in Massachusetts, for example, the assemblage covered an update on discussions about electric cars and vehicles that align to transportation fuel efficiency initiatives. A ribbon cutting ceremony in January of 2013 focused on the topic of “alternative fuel vehicles,” catering to the rank-and-file general public, as well as government figures to basically highlight the fact that the “Knights airport shuttle service has converted the shuttle vans to propane autogas.” Nevertheless, the Worcester Regional Transit Authority joined the February 2013 Stakeholder meeting with an exclusive focus upon electric (hybrid) vehicular transportation, whose division committed to a purchasing contract in the state. The truly impressive aspect of this particular meeting, is that there was 100 percent participation in terms of coalition presence, and involvement. Visits with fleet managers peppered events throughout Massachusetts in 2013, connecting government, airport, general public, utility, and transit representatives – all centered on the invigorating discourse about alternative fuel technologies, blends, and economic improvements. Also, the city of Boston met with stakeholders in June 2013 to hear a presentation of hybrid fuel technology for Hydraulic light (and medium duty) vehicles.
At this juncture, a description and assessment of the efforts concerning a country other than the U.S. to expand the use of electric cars ensues. Amid the buzz uniting a global economy and as energy-saving transportation biofuel options unfurl, China has increased its presence in massive ways on the lips and minds of business-minded individuals everywhere. In Electric Vehicles in the Context of Sustainable Development in China, Robert Earley, Liping Kang, Feng An, and Lucia Green-Weiskel outline a lengthy and comprehensive report discussing important aspects of electric vehicle development and sustainability. While China faces its myriad of challenges, “transportation has been a particularly challenging sector.” The country’s growth in terms of import oil consumption represents 55 percent of the nation’s overall usage. The transportation enigma places Chinese urbanization in need of vehicles that reflect people’s desires for new status symbols in automobiles, as well as in need of energy-efficient vehicles powered by alternative technologies.
China’s development of electric vehicles has fast-forwarded the country into the new century. Apparently they are confident in developing “the supply and access of increasingly efficient coal-fired electricity, and electricity from renewable energies, which, according to plan, promises to continuously decrease the carbon emissions associated with the production of electricity in China.” Efforts for achieving maximal battery technology is a prime focus in China, since they already are a top worldwide manufacturer of lithium batteries. Earley et al. reveal that “a great deal of research is underway regarding battery development for the auto sector,” coupling universities with manufacturers along with the involvement with other stakeholders. The Ministry of Science and Technology has mastered a five-year plan to integrate electric vehicle development with the power, and energy sectors to arrive at a successfully functioning construction of industrial-supports and policy.
Interestingly enough, China’s electric vehicle push began with electric bicycles, then burgeoned into public bus transportation, and personal cars and municipal street sweepers. Policy, a joint effort between sectors, appears to have settled on giving private purchasers in a few main cities (Shanghai, Changchun, Hangzhou, etc.) subsidies – whether purely electric vehicles or hybrids. Currently the debate has slowly gained momentum with issues on the table in trying to sort out policy regarding “the relative energy and capital efficiencies between efficient internal combustion engine vehicles (ICEVs), hybrid-electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs) and pure battery electric vehicles (BEVs), as well as the GHG emissions associated with all those technologies.” Stepping away from China, the use of natural gas as a motor vehicle fuel in Colorado is passionately discussed in an article by Eric Peterson.
In New Hope for Natural-Gas Autos Peterson argues that gas is so cheap, abundant, and clean (and infers) that we must be fools for continuing the practice of “guzzling gasoline in our cars instead of sipping natural gas.” A proponent of natural gas vehicles, president Rich Kolodziej states in the article that 150,000 petro-fuel stations exist in the entire United States, and if the nation depended upon natural gas the number could be comfortably cut down to only 5,000 stations. In conclusion, the opinion and views of this observer agrees that transitioning from gasoline to other alternative motor fuels (electric or batteries) is definitely the right way to go, in terms of policy and practice. The government role should make such a move accessible to all citizens, regardless of socio-economic status because it would be nonsensical for the poorer populace to drive outmoded, pollution-creating vehicles while the wealthier class uses efficient vehicles. One role government should play is creating generous opportunities for vehicle-makers and buyers to take advantage of subsidies when making choices to obtain greener, biofuel transportation. One way government may be able to implement such a move, distributed equitably, is to follow the federal model of DOE’s Clean Cities. The Alternative Fuels Data Center says “there are a variety of local laws and incentives that support reducing U.S. petroleum consumption.” Hopefully the featured incentives shall be widely accessible.
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