JV
J.M. Vleugel
info
Please Note
<p>This page displays the records of the person named above and is not linked to a unique person identifier. This record may need to be merged to a profile.</p>
23 records found
1
The Darker Side of Electric Cars
How to Source The Lithium to Produce EV Batteries in a Less Unsustainable Way
A replacement of cars with conventional internal combustion engines (ICEs) by electric vehicles (EVs) is seen by many as a means to improve local air quality, reduce dependence on fossil fuels and CO2 emissions. The market for EV is slowly developing with a growing number of (subsidized) manufacturers offering EV models in different market segments to (subsidized) car owners. The number of EVs is still small in most countries, but policymakers and manufacturers see partial or even full replacement of ICEs by EVs as realistic in the coming decade. EV engines are powered by rechargeable lithium-ion batteries. Li-ion is produced from precursors, either liquid (brine metal salt)
or solid (hard rocks). Lithium mining is still concentrated in a few countries. Lithium is used for batteries, ceramics, grease and medicine. This reliance comes at a cost, as conventional lithium mining creates several externalities. The following main question will be addressed: How to source a required
volume of lithium in a way that reduces the environmental and social-economic impact of mining this resource? To address this question, we will use a combination of relevant literature and a local case study supported by a model-based estimation. The focus is on the Netherlands, an EV user country, but the approach is generic. Technical details (of mining) will be briefly touched upon. An estimated 7,654 million tons of battery-grade lithium is needed for a simulated car fleet of 8 million cars. This would take an estimated 1.67 billion m3 of brine, 42.1 million m3 of fresh water and 57.41 million m3 of desalinated water from mining areas where precipitation is extremely rare. In perspective, around 1.2 billion m3 of water is used by all activities in the Netherlands yearly. The paper discusses several strategies to address the water depletion and its impacts on source areas. ...
or solid (hard rocks). Lithium mining is still concentrated in a few countries. Lithium is used for batteries, ceramics, grease and medicine. This reliance comes at a cost, as conventional lithium mining creates several externalities. The following main question will be addressed: How to source a required
volume of lithium in a way that reduces the environmental and social-economic impact of mining this resource? To address this question, we will use a combination of relevant literature and a local case study supported by a model-based estimation. The focus is on the Netherlands, an EV user country, but the approach is generic. Technical details (of mining) will be briefly touched upon. An estimated 7,654 million tons of battery-grade lithium is needed for a simulated car fleet of 8 million cars. This would take an estimated 1.67 billion m3 of brine, 42.1 million m3 of fresh water and 57.41 million m3 of desalinated water from mining areas where precipitation is extremely rare. In perspective, around 1.2 billion m3 of water is used by all activities in the Netherlands yearly. The paper discusses several strategies to address the water depletion and its impacts on source areas. ...
A replacement of cars with conventional internal combustion engines (ICEs) by electric vehicles (EVs) is seen by many as a means to improve local air quality, reduce dependence on fossil fuels and CO2 emissions. The market for EV is slowly developing with a growing number of (subsidized) manufacturers offering EV models in different market segments to (subsidized) car owners. The number of EVs is still small in most countries, but policymakers and manufacturers see partial or even full replacement of ICEs by EVs as realistic in the coming decade. EV engines are powered by rechargeable lithium-ion batteries. Li-ion is produced from precursors, either liquid (brine metal salt)
or solid (hard rocks). Lithium mining is still concentrated in a few countries. Lithium is used for batteries, ceramics, grease and medicine. This reliance comes at a cost, as conventional lithium mining creates several externalities. The following main question will be addressed: How to source a required
volume of lithium in a way that reduces the environmental and social-economic impact of mining this resource? To address this question, we will use a combination of relevant literature and a local case study supported by a model-based estimation. The focus is on the Netherlands, an EV user country, but the approach is generic. Technical details (of mining) will be briefly touched upon. An estimated 7,654 million tons of battery-grade lithium is needed for a simulated car fleet of 8 million cars. This would take an estimated 1.67 billion m3 of brine, 42.1 million m3 of fresh water and 57.41 million m3 of desalinated water from mining areas where precipitation is extremely rare. In perspective, around 1.2 billion m3 of water is used by all activities in the Netherlands yearly. The paper discusses several strategies to address the water depletion and its impacts on source areas.
or solid (hard rocks). Lithium mining is still concentrated in a few countries. Lithium is used for batteries, ceramics, grease and medicine. This reliance comes at a cost, as conventional lithium mining creates several externalities. The following main question will be addressed: How to source a required
volume of lithium in a way that reduces the environmental and social-economic impact of mining this resource? To address this question, we will use a combination of relevant literature and a local case study supported by a model-based estimation. The focus is on the Netherlands, an EV user country, but the approach is generic. Technical details (of mining) will be briefly touched upon. An estimated 7,654 million tons of battery-grade lithium is needed for a simulated car fleet of 8 million cars. This would take an estimated 1.67 billion m3 of brine, 42.1 million m3 of fresh water and 57.41 million m3 of desalinated water from mining areas where precipitation is extremely rare. In perspective, around 1.2 billion m3 of water is used by all activities in the Netherlands yearly. The paper discusses several strategies to address the water depletion and its impacts on source areas.
Mode substitution induced by electric mobility hubs
Results from Amsterdam
Journal article
(2024)
-
Fanchao Liao, Jaap Vleugel, Gustav Bösehans, Dilum Dissanayake, Neil Thorpe, Margaret Bell, Bart van Arem, Gonçalo Homem de Almeida Correia
Electric mobility hubs (eHUBS) are locations where multiple shared electric modes including electric cars and e-bikes are available. To assess their potential to reduce private car use, it is important to investigate to what extent people would switch to eHUBS modes after their introduction. Moreover, people may adapt their behaviour differently depending on their current travel mode. This study is based on stated preference data collected in Amsterdam. We analysed the data using mixed logit models. We found that users of different modes not only have varied general preferences for different shared modes but also have different sensitivity for attributes such as travel time and cost. Public transport users are more likely to switch to eHUBS modes than car users. People who bike and walk have strong inertia, but the percentage choosing eHUBS modes doubles when the trip distance is longer (5 or 10 km).
...
Electric mobility hubs (eHUBS) are locations where multiple shared electric modes including electric cars and e-bikes are available. To assess their potential to reduce private car use, it is important to investigate to what extent people would switch to eHUBS modes after their introduction. Moreover, people may adapt their behaviour differently depending on their current travel mode. This study is based on stated preference data collected in Amsterdam. We analysed the data using mixed logit models. We found that users of different modes not only have varied general preferences for different shared modes but also have different sensitivity for attributes such as travel time and cost. Public transport users are more likely to switch to eHUBS modes than car users. People who bike and walk have strong inertia, but the percentage choosing eHUBS modes doubles when the trip distance is longer (5 or 10 km).
Hubs for Freight and Passengers?
Exploring the suitability of adding logistics functions to mobility hubs
Conference paper
(2023)
-
Israe Chetouani, Ron van Duin, J.M. Vleugel, G.P. van Wee, C.B.H. van Son, H.H. Arends
In the coming years, cities will have to deal with transportation challenges in terms of accessibility and sustainability. Passenger and freight transport are expected to increase, while the transport sector is a major contributor to greenhouse gas emissions and congestion in cities. Although historically both ecosystems (passenger transport and freight transport) were intertwined, the ecosystems have developed separately from each other over the past century. This research focuses on finding integrated logistics flows and logistics innovations and especially finding the conditions under which these can be added to different types of mobility hubs. By collecting and structuring information from literature and interviews using a requirement analysis, possible logistics additions and associated conditions are mapped into frameworks. The results show that small consumer goods flows have the highest potential to be added to mobility hubs. In addition, the frameworks show that they can be used as a first step in the analysis to investigate which logistics functions and under which conditions these could have potential on a mobility hub. Further research can, preferably quantitatively, examine whether the suggested logistics additions from the framework are applicable in more detailed areas.
...
In the coming years, cities will have to deal with transportation challenges in terms of accessibility and sustainability. Passenger and freight transport are expected to increase, while the transport sector is a major contributor to greenhouse gas emissions and congestion in cities. Although historically both ecosystems (passenger transport and freight transport) were intertwined, the ecosystems have developed separately from each other over the past century. This research focuses on finding integrated logistics flows and logistics innovations and especially finding the conditions under which these can be added to different types of mobility hubs. By collecting and structuring information from literature and interviews using a requirement analysis, possible logistics additions and associated conditions are mapped into frameworks. The results show that small consumer goods flows have the highest potential to be added to mobility hubs. In addition, the frameworks show that they can be used as a first step in the analysis to investigate which logistics functions and under which conditions these could have potential on a mobility hub. Further research can, preferably quantitatively, examine whether the suggested logistics additions from the framework are applicable in more detailed areas.
Cities of the Future
A Mobile and Sustainable Society
Book chapter
(2023)
-
J Vleugel
My research career started with a publication about externalities of mass motorization. Academic researchers are producing an endless stream of paper. Unfortunately, only a few of these publications have practical relevance. Even if they do, their recommendations are frequently butchered, mitigated or ignored in the political arena. Such experience can even turn a born optimist into a pessimist.
...
My research career started with a publication about externalities of mass motorization. Academic researchers are producing an endless stream of paper. Unfortunately, only a few of these publications have practical relevance. Even if they do, their recommendations are frequently butchered, mitigated or ignored in the political arena. Such experience can even turn a born optimist into a pessimist.
Conference paper
(2023)
-
J Vleugel, Frans Bal
Densely populated areas are major sources of air, soil and water pollution. Agriculture, manufacturing, consumer households and road traffic all have their share. This is particularly true for the country featured in this paper: the Netherlands. Continuous pollution of the air and soil manifests itself as acification, decalcification and eutrofication. Biodiversity becomes lower and lower in nature areas. Biological farms are also under threat. In case of mobility, local air pollution may have a huge health impact. Effective policy is called for, after high courts blocked construction projects, because of foreseen building- and transport-related NOx emissions. EU law makers are after Dutch governments, because these favoured economics and politics over environmental and liveability concerns. But, people in the Netherlands are strongly divided. The latest provincial elections were dominated by environmental concerns, next to many socio-economic issues. NOx and CO2 emissions by passenger cars are in focus. Technical means and increasing fuel economy norms strongly reduced NOx emissions to a still too high level. A larger number of cars neutralized a technological reduction of CO2 emissions. The question is: What would be the impact of a drastic mandatory reduction in CO2, NOx, and PM10 emissions on car ownership and use in the Netherlands? The authors used literature, scenario analysis and simulation modelling to answer this question. Electric mobility could remove these emissions. Its full impact will only be achieved if the grid-mix, which is still dominated by fossil fuels, becomes green(er), which is a gradual, long-term, process. EVs compete with other consumers of electricity, as many other activities, such as heating, are also electrifying. With the current grid-mix, it is inevitable that the number of km per vehicle per year is reduced to reach the scenario targets (−25% resp. −50% CO2 emissions by cars). This calls for an individual mobility budget per car user.
...
Densely populated areas are major sources of air, soil and water pollution. Agriculture, manufacturing, consumer households and road traffic all have their share. This is particularly true for the country featured in this paper: the Netherlands. Continuous pollution of the air and soil manifests itself as acification, decalcification and eutrofication. Biodiversity becomes lower and lower in nature areas. Biological farms are also under threat. In case of mobility, local air pollution may have a huge health impact. Effective policy is called for, after high courts blocked construction projects, because of foreseen building- and transport-related NOx emissions. EU law makers are after Dutch governments, because these favoured economics and politics over environmental and liveability concerns. But, people in the Netherlands are strongly divided. The latest provincial elections were dominated by environmental concerns, next to many socio-economic issues. NOx and CO2 emissions by passenger cars are in focus. Technical means and increasing fuel economy norms strongly reduced NOx emissions to a still too high level. A larger number of cars neutralized a technological reduction of CO2 emissions. The question is: What would be the impact of a drastic mandatory reduction in CO2, NOx, and PM10 emissions on car ownership and use in the Netherlands? The authors used literature, scenario analysis and simulation modelling to answer this question. Electric mobility could remove these emissions. Its full impact will only be achieved if the grid-mix, which is still dominated by fossil fuels, becomes green(er), which is a gradual, long-term, process. EVs compete with other consumers of electricity, as many other activities, such as heating, are also electrifying. With the current grid-mix, it is inevitable that the number of km per vehicle per year is reduced to reach the scenario targets (−25% resp. −50% CO2 emissions by cars). This calls for an individual mobility budget per car user.
Journal article
(2023)
-
Frans Bal, J Vleugel
Climate change is related with weather extremes, which may cause damages to infrastructure used by freight transport services. Heavy rainfall may lead to flooding and damage to railway lines, roads and inland waterways. Extreme drought may lead to extremely low water levels, which prevent safe navigation by inland barges. Wet and dry periods may alternate, leaving little time to repair damages. In some Western and Middle-European countries, barges have a large share in freight transport. If a main waterway is out of service, then alternatives are called for. Volume- and price-wise, trucking is not a viable alternative. Could railways be that alternative? The paper was written after the unusually long dry summer period in Europe in 2022. It deals with the question: If the Rhine, a major European waterway becomes locally inaccessible, could railways (temporarily) play a larger role in freight transport? It is a continuation of our earlier research. It contains a case study, the data of which was fed into a simulation model. The model deals with technical details like service specification route length, energy consumption and emissions. The study points to interesting rail services to keep Europe’s freight on the move. Their realization may be complex especially in terms of logistics and infrastructure, but is there an alternative?
...
Climate change is related with weather extremes, which may cause damages to infrastructure used by freight transport services. Heavy rainfall may lead to flooding and damage to railway lines, roads and inland waterways. Extreme drought may lead to extremely low water levels, which prevent safe navigation by inland barges. Wet and dry periods may alternate, leaving little time to repair damages. In some Western and Middle-European countries, barges have a large share in freight transport. If a main waterway is out of service, then alternatives are called for. Volume- and price-wise, trucking is not a viable alternative. Could railways be that alternative? The paper was written after the unusually long dry summer period in Europe in 2022. It deals with the question: If the Rhine, a major European waterway becomes locally inaccessible, could railways (temporarily) play a larger role in freight transport? It is a continuation of our earlier research. It contains a case study, the data of which was fed into a simulation model. The model deals with technical details like service specification route length, energy consumption and emissions. The study points to interesting rail services to keep Europe’s freight on the move. Their realization may be complex especially in terms of logistics and infrastructure, but is there an alternative?
Conference paper
(2022)
-
J Vleugel, F Bal
Rail freight transport is a key economic activity; many businesses and people rely on it. It should be available when needed and efficient in use. There are however factors that may reduce the availability and quality of a rail freight service offering. A distinction can be made between what may be called systemic factors, like congestion, accidents and technical failures, and external factors like weather conditions and natural disasters. Rail infrastructure managers and users of rail services have learned from experience to anticipate or adapt to systemic factors. They are, to some extent, also able to cope with certain weather conditions. A rather different situation occurs when the weather becomes more extreme and less predictable. Water management systems are usually not developed for excess amounts of rain and hence will fail. Terrestrial water can turn into a devastating flood that may (temporarily) incapacitate railway infrastructure. With this (partially) out of service, freight trains have to be rerouted. This may lead to severe delays, additional costs and externalities, in particular more emissions. This paper deals with the question: What are options for governments to make rail freight transport more resilient to disruptions triggered by climate change, while limiting the externalities caused by rerouting? The paper is an extension of earlier research on this topic. Methods used in the research were a case study, the data of which were fed into a simulation model, which was used to estimate route length, fuel consumption and emissions. The main outcome of the study is that there are interesting options to make rail freight transport networks more resilient. In order to reap their benefits, interoperability should be improved considerably.
...
Rail freight transport is a key economic activity; many businesses and people rely on it. It should be available when needed and efficient in use. There are however factors that may reduce the availability and quality of a rail freight service offering. A distinction can be made between what may be called systemic factors, like congestion, accidents and technical failures, and external factors like weather conditions and natural disasters. Rail infrastructure managers and users of rail services have learned from experience to anticipate or adapt to systemic factors. They are, to some extent, also able to cope with certain weather conditions. A rather different situation occurs when the weather becomes more extreme and less predictable. Water management systems are usually not developed for excess amounts of rain and hence will fail. Terrestrial water can turn into a devastating flood that may (temporarily) incapacitate railway infrastructure. With this (partially) out of service, freight trains have to be rerouted. This may lead to severe delays, additional costs and externalities, in particular more emissions. This paper deals with the question: What are options for governments to make rail freight transport more resilient to disruptions triggered by climate change, while limiting the externalities caused by rerouting? The paper is an extension of earlier research on this topic. Methods used in the research were a case study, the data of which were fed into a simulation model, which was used to estimate route length, fuel consumption and emissions. The main outcome of the study is that there are interesting options to make rail freight transport networks more resilient. In order to reap their benefits, interoperability should be improved considerably.
Ship-Based Carbon Capture and Storage
A Supply Chain Feasibility Study
The International Maritime Organisation (IMO) calls for the maritime industry to restrict its CO2 emissions by −40% (IMO2030) and −70% (IMO2050). This paper answered the following research question: “Which technical, economic and emissions-related conditions predominantly determine the feasibility of a conceptual supply chain of liquid CO2 that is captured from the exhaust gases of LNG powered offshore vessels?” The captured CO2 is transported to land where it is utilized by a final customer. The study followed a systems engineering approach. Problem definition was followed by a requirements analysis (technology, emissions, economy and operations), design with scenarios and a case study with realistic vessel deployment, modeling and evaluation. All designs have technical uncertainties and financial risks, but the sale of captured CO2 could be a crucial advantage of the proposed concept over other concepts. The main conclusion is that emission and financial targets (payback time) can be met by aligning the offshore transportation distance with the capacity to store CO2 on board and the available means of transport to the final user. Specialists from the vessel owner indicate that capturing, storage and off-loading is likely to have minor implications for the vessel availability and regular operations.
...
The International Maritime Organisation (IMO) calls for the maritime industry to restrict its CO2 emissions by −40% (IMO2030) and −70% (IMO2050). This paper answered the following research question: “Which technical, economic and emissions-related conditions predominantly determine the feasibility of a conceptual supply chain of liquid CO2 that is captured from the exhaust gases of LNG powered offshore vessels?” The captured CO2 is transported to land where it is utilized by a final customer. The study followed a systems engineering approach. Problem definition was followed by a requirements analysis (technology, emissions, economy and operations), design with scenarios and a case study with realistic vessel deployment, modeling and evaluation. All designs have technical uncertainties and financial risks, but the sale of captured CO2 could be a crucial advantage of the proposed concept over other concepts. The main conclusion is that emission and financial targets (payback time) can be met by aligning the offshore transportation distance with the capacity to store CO2 on board and the available means of transport to the final user. Specialists from the vessel owner indicate that capturing, storage and off-loading is likely to have minor implications for the vessel availability and regular operations.
Journal article
(2021)
-
Frans Bal, J.M. Vleugel
Many countries have enhanced their air quality agenda (NOx, PMx etc.) by a climate change agenda (CO2 etc.). A direct way to lower these emissions is by using less energy (fuel) per activity. One of these activities is freight transport. Transport from supplier to factory relies on efficient and cost-effective means of transport. Road transport (trucking) is usually preferred. But, trucking is still very dependent on fossil fuels. It is also not suitable for bulk transport over longer distances. In areas without suitable waterways, rail is a logical alternative, but is has its own perils. This paper discusses options to make bulk freight services between Germany and France compliant with emission reduction targets. This leads to the main research question: Is it possible to design rail freight routes that reduce fuel use, emissions of CO2, NOx and PM10, while offering competitive transport times? Main rail corridors show signs of congestion and lack of resilience. It is then interesting to research if (dormant) regional/rural, non-electrified, rail tracks could provide capacity and increase resilience of rail services. Such services could also benefit rural economies. A literature study and conversations with a regional expert were used to develop a case study with a rail service using alternative routes. A model was used to estimate the fuel consumption, emissions and trip times of such services. The study indicates that it takes concerted action to achieve the intended goals.
...
Many countries have enhanced their air quality agenda (NOx, PMx etc.) by a climate change agenda (CO2 etc.). A direct way to lower these emissions is by using less energy (fuel) per activity. One of these activities is freight transport. Transport from supplier to factory relies on efficient and cost-effective means of transport. Road transport (trucking) is usually preferred. But, trucking is still very dependent on fossil fuels. It is also not suitable for bulk transport over longer distances. In areas without suitable waterways, rail is a logical alternative, but is has its own perils. This paper discusses options to make bulk freight services between Germany and France compliant with emission reduction targets. This leads to the main research question: Is it possible to design rail freight routes that reduce fuel use, emissions of CO2, NOx and PM10, while offering competitive transport times? Main rail corridors show signs of congestion and lack of resilience. It is then interesting to research if (dormant) regional/rural, non-electrified, rail tracks could provide capacity and increase resilience of rail services. Such services could also benefit rural economies. A literature study and conversations with a regional expert were used to develop a case study with a rail service using alternative routes. A model was used to estimate the fuel consumption, emissions and trip times of such services. The study indicates that it takes concerted action to achieve the intended goals.
In a world where the population and many economies are expanding rapidly the demand for freight transport keeps rising accordingly. As more goods are transported by a growing number of freight vehicles, in particular trucks and sea vessels, their already considerable negative environmental impact also rises. Technology advances, but demand growth (partially) counteracts its positive impact on fuel consumption and emissions. In road transport, CO2-emissions keep rising, while emissions of NOx and PM10 have been reduced, at least in those countries where the most advanced engine technologies are used, although locally serious problems may remain. In areas where such technologies are not available, more freight transport means higher emissions and negative health effects. Sea shipping sees increasing emission levels overall. Maritime transport and trucking dominate intercontinental freight transport. Modernisation of railways and roads offers opportunities to reduce emissions by using rail for part of the journey. In a market setting, this means that transport providers have to redesign transport chains. Some have done this already, while others are increasingly interested. To assess the potential, the following main research question was addressed: Is it possible to reduce emissions of CO2, NOx and PM10 by replacing the maritime leg of a transport service by road and/or rail transport in the corridor Antwerp (Belgium) – Shanghai (China) without logistic penalties? Various combinations of trucking, sea and rail transport were fed into a simulation model to estimate the accompanying emissions and trip times. The
new services offer a complex range of positive and negative impacts; hence governments should carefully consider their support. In a simulation study only a very stylised representation of these services can be modelled. This leads to an advice for a more in-depth study to include additional (technical, service and cost) data. ...
new services offer a complex range of positive and negative impacts; hence governments should carefully consider their support. In a simulation study only a very stylised representation of these services can be modelled. This leads to an advice for a more in-depth study to include additional (technical, service and cost) data. ...
In a world where the population and many economies are expanding rapidly the demand for freight transport keeps rising accordingly. As more goods are transported by a growing number of freight vehicles, in particular trucks and sea vessels, their already considerable negative environmental impact also rises. Technology advances, but demand growth (partially) counteracts its positive impact on fuel consumption and emissions. In road transport, CO2-emissions keep rising, while emissions of NOx and PM10 have been reduced, at least in those countries where the most advanced engine technologies are used, although locally serious problems may remain. In areas where such technologies are not available, more freight transport means higher emissions and negative health effects. Sea shipping sees increasing emission levels overall. Maritime transport and trucking dominate intercontinental freight transport. Modernisation of railways and roads offers opportunities to reduce emissions by using rail for part of the journey. In a market setting, this means that transport providers have to redesign transport chains. Some have done this already, while others are increasingly interested. To assess the potential, the following main research question was addressed: Is it possible to reduce emissions of CO2, NOx and PM10 by replacing the maritime leg of a transport service by road and/or rail transport in the corridor Antwerp (Belgium) – Shanghai (China) without logistic penalties? Various combinations of trucking, sea and rail transport were fed into a simulation model to estimate the accompanying emissions and trip times. The
new services offer a complex range of positive and negative impacts; hence governments should carefully consider their support. In a simulation study only a very stylised representation of these services can be modelled. This leads to an advice for a more in-depth study to include additional (technical, service and cost) data.
new services offer a complex range of positive and negative impacts; hence governments should carefully consider their support. In a simulation study only a very stylised representation of these services can be modelled. This leads to an advice for a more in-depth study to include additional (technical, service and cost) data.
A business-leisure traveller goes to Valencia
Fuel, CO2, time and cost
Journal article
(2019)
-
Jaap Vleugel, Frans Bal
Tourism is a fast-growing key industry, which provides an economic rationale for governments to stimulate it. The more it grows, the higher the negative environmental effects and the more the use of space, resources, pollution and travel. Sustainable tourism aims to strike a balance between the environmental, economic and social effects of tourism. The aim of this article is to find the optimal itinerary for an individual traveller to a congress hotel in Valencia. The main research question is as follows: Which itinerary has the best overall score in terms of CO
2 per passenger kilometre, travel time and direct cost? Three scenarios were compared: Airplane plus, train plus and car only. The choice of these three suits the travel purpose and length. Literature was used to find the necessary trip and vehicle data. This was fed into a microsimulation model. The main outcome of the simulation experiment is that the environment would benefit if the traveller would favour the train plus scenario. This, however, has a time penalty compared to the airplane plus scenario. A trip by car is the least preferable, because of CO
2 emissions, travel safety and time. Direct costs of all three scenarios are comparable. Rail has the lowest emissions per passenger in the scenarios, hence it is important that network improvement programs continue and ticket prices stay in line with the price of travelling by car or airplane. An individual traveller was chosen for different reasons. One reason is that after understanding individual touristic travel decisions and their impact, it is a small step to estimate what is feasible if many more individuals would become ecofriendly touristic travellers. A second reason is that it allows an advice for governments and businesses to target individual tourists. Finally, there is the communicative impact of simplification on individual tourists.
...
Tourism is a fast-growing key industry, which provides an economic rationale for governments to stimulate it. The more it grows, the higher the negative environmental effects and the more the use of space, resources, pollution and travel. Sustainable tourism aims to strike a balance between the environmental, economic and social effects of tourism. The aim of this article is to find the optimal itinerary for an individual traveller to a congress hotel in Valencia. The main research question is as follows: Which itinerary has the best overall score in terms of CO 2 per passenger kilometre, travel time and direct cost? Three scenarios were compared: Airplane plus, train plus and car only. The choice of these three suits the travel purpose and length. Literature was used to find the necessary trip and vehicle data. This was fed into a microsimulation model. The main outcome of the simulation experiment is that the environment would benefit if the traveller would favour the train plus scenario. This, however, has a time penalty compared to the airplane plus scenario. A trip by car is the least preferable, because of CO 2 emissions, travel safety and time. Direct costs of all three scenarios are comparable. Rail has the lowest emissions per passenger in the scenarios, hence it is important that network improvement programs continue and ticket prices stay in line with the price of travelling by car or airplane. An individual traveller was chosen for different reasons. One reason is that after understanding individual touristic travel decisions and their impact, it is a small step to estimate what is feasible if many more individuals would become ecofriendly touristic travellers. A second reason is that it allows an advice for governments and businesses to target individual tourists. Finally, there is the communicative impact of simplification on individual tourists.
Towards zero CO2-, NOX- and PM10-emissions by passenger cars
Technology & Behaviour
Journal article
(2019)
-
Jaap Vleugel, Frans Bal
Modern societies rely on mass mobility, in particular by private car. Car numbers are growing worldwide due to economic and other factors. Nearly, all have engines that run on fossil fuels. Use of fossil fuels contributes to climate change (via CO
2-emissions) and local air pollution (primary NO
x- and PM
10-emissions). Both have profound environmental and health implications. The paper explores the technical and behavioural feasibility of zero-emission private car use in The Netherlands in 2030. Base year is 2010. The following research questions are addressed: 1. How much CO
2, NO
x and PM
10 did passenger cars emit in 2010? 2. How much will this be in 2030? 3. What would these figures be if electric cars become mainstream in 2030? 4. What would the impact be of sustained urbanization on these emissions? 5. How would a greener power mix in electric power plants affect the emissions of CO
2, NO
x and PM
10 by electric cars? A simulation model was used to quantify a rich set of scenarios. Many car manufacturers aim to produce more (fully) electric vehicles (FEVs) in the coming years. More FEV translates into less (growth in) consumption of fossil fuels and emissions. The remaining emissions are still on the high side. Urbanization may support a further reduction. It reduces car ownership and use and thereby the growth in car kilometres, fossil fuel consumption and emissions. Growing production of renewable energy gradually makes the power mix greener. The most extreme combination of scenarios enables society to reduce CO
2-emissions far beyond the −50% target in 2030 for the assumed car mobility scenario. The feasibility of this outcome is rather uncertain. An extension of decades of neoliberal, market-first transport policy would very likely slow down the pace of the transition.
...
Modern societies rely on mass mobility, in particular by private car. Car numbers are growing worldwide due to economic and other factors. Nearly, all have engines that run on fossil fuels. Use of fossil fuels contributes to climate change (via CO 2-emissions) and local air pollution (primary NO x- and PM 10-emissions). Both have profound environmental and health implications. The paper explores the technical and behavioural feasibility of zero-emission private car use in The Netherlands in 2030. Base year is 2010. The following research questions are addressed: 1. How much CO 2, NO x and PM 10 did passenger cars emit in 2010? 2. How much will this be in 2030? 3. What would these figures be if electric cars become mainstream in 2030? 4. What would the impact be of sustained urbanization on these emissions? 5. How would a greener power mix in electric power plants affect the emissions of CO 2, NO x and PM 10 by electric cars? A simulation model was used to quantify a rich set of scenarios. Many car manufacturers aim to produce more (fully) electric vehicles (FEVs) in the coming years. More FEV translates into less (growth in) consumption of fossil fuels and emissions. The remaining emissions are still on the high side. Urbanization may support a further reduction. It reduces car ownership and use and thereby the growth in car kilometres, fossil fuel consumption and emissions. Growing production of renewable energy gradually makes the power mix greener. The most extreme combination of scenarios enables society to reduce CO 2-emissions far beyond the −50% target in 2030 for the assumed car mobility scenario. The feasibility of this outcome is rather uncertain. An extension of decades of neoliberal, market-first transport policy would very likely slow down the pace of the transition.
Road transport offers important logistic benefits at a reasonable cost for producers and consumers, hence its large market share. But, its use of diesel or gas generates large volumes of Co2, nox and pm10 (among others). Higher emission standards and demand for greener transport call for alternatives. literature analysis, a simulated Dutch-german road trip and a partial financial analysis are used to compare different engine-fuel combinations. Electricity from green sources removes these emissions. To stimulate full electric trucks (FET) several issues need to be addressed. First is creation of a large charging network. The netherlands is much further with this than germany. Affordability is another one. operating and investment costs should at least equal those of non-FET to have comparable total cost of ownership (TCo) over the lifetime of a truck. with FET, investment costs are now much higher, which should be compensated by lower operating costs. The actual operating costs depend on many factors, but fuel costs and trip time are likely to rise if en-route recharging is needed. A more in-depth financial analysis is needed for more exact conclusions. Another issue is technical. practice tests are needed to enhance the results of the simulation study. Hybrid diesel-electric and FET are already used in urban and regional transport. Regulation should also become tighter. Zero emission should become the norm. if these issues are successfully death with, then electric drive will become the mainstream technology. Technically, 2025 or 2030 seem feasible for large-scale production, which also lowers investment costs. with more electricity needed for transport, the supply of green electricity should grow strongly. Finally, the micro simulation is a modest example of the potential of the simulation model. modeling of other corridors is underway, using one truck or a fleet of FET.
...
Road transport offers important logistic benefits at a reasonable cost for producers and consumers, hence its large market share. But, its use of diesel or gas generates large volumes of Co2, nox and pm10 (among others). Higher emission standards and demand for greener transport call for alternatives. literature analysis, a simulated Dutch-german road trip and a partial financial analysis are used to compare different engine-fuel combinations. Electricity from green sources removes these emissions. To stimulate full electric trucks (FET) several issues need to be addressed. First is creation of a large charging network. The netherlands is much further with this than germany. Affordability is another one. operating and investment costs should at least equal those of non-FET to have comparable total cost of ownership (TCo) over the lifetime of a truck. with FET, investment costs are now much higher, which should be compensated by lower operating costs. The actual operating costs depend on many factors, but fuel costs and trip time are likely to rise if en-route recharging is needed. A more in-depth financial analysis is needed for more exact conclusions. Another issue is technical. practice tests are needed to enhance the results of the simulation study. Hybrid diesel-electric and FET are already used in urban and regional transport. Regulation should also become tighter. Zero emission should become the norm. if these issues are successfully death with, then electric drive will become the mainstream technology. Technically, 2025 or 2030 seem feasible for large-scale production, which also lowers investment costs. with more electricity needed for transport, the supply of green electricity should grow strongly. Finally, the micro simulation is a modest example of the potential of the simulation model. modeling of other corridors is underway, using one truck or a fleet of FET.
Conference paper
(2018)
-
Jaap Vleugel, Frans Bal
Climate change mitigation calls for a massive reduction in CO2-emissions from human sources. A primary human source is combustion of fossil fuels. Transport by road is one of the major and growing users of fossil fuels worldwide. Private cars with internal combustion engines dominate our roads. This paper discusses the feasibility of aligning CO2-emissions of private cars with the Paris
Climate Agreement for 2030. It starts in 2010. Country of study is The Netherlands. The relation between climate change and air pollution is taken aboard. The following research questions will be addressed: How many private cars were there in The Netherlands, how many kilometres were driven and what were their CO2, NOx and PM10 emissions in 2010? What would these values be in the year 2030 assuming continuation of current trends in technology and policy? What could these values be if there were only full electric vehicles (FEV) on the road by 2030? Would behavioural change be necessary to reach the national CO2-reduction target for 2030? In the simulation model assumptions
were used about car ownership and volume, electric cars, fuel efficiency and electricity mix. Car production could be limited to the most fuel-efficient and lowest emission electric cars. Buyers’ choice would become restricted. Fulfilling the Dutch CO2-emission reduction target for 2030 is only possible by using state-of-the-art technology in a fleet of 100% full electric cars (FEV) and a major
reduction in yearly car kilometres (either per car or via fewer cars). This assumes a revolution in car production and sales and an active mobility reduction and modal shift policy. The first has just started, while the second and third are unlikely after decades of liberal policy-making, which has stimulated car mobility by expanding the road network, increasing maximum speeds and cutting
public transport budgets. ...
Climate Agreement for 2030. It starts in 2010. Country of study is The Netherlands. The relation between climate change and air pollution is taken aboard. The following research questions will be addressed: How many private cars were there in The Netherlands, how many kilometres were driven and what were their CO2, NOx and PM10 emissions in 2010? What would these values be in the year 2030 assuming continuation of current trends in technology and policy? What could these values be if there were only full electric vehicles (FEV) on the road by 2030? Would behavioural change be necessary to reach the national CO2-reduction target for 2030? In the simulation model assumptions
were used about car ownership and volume, electric cars, fuel efficiency and electricity mix. Car production could be limited to the most fuel-efficient and lowest emission electric cars. Buyers’ choice would become restricted. Fulfilling the Dutch CO2-emission reduction target for 2030 is only possible by using state-of-the-art technology in a fleet of 100% full electric cars (FEV) and a major
reduction in yearly car kilometres (either per car or via fewer cars). This assumes a revolution in car production and sales and an active mobility reduction and modal shift policy. The first has just started, while the second and third are unlikely after decades of liberal policy-making, which has stimulated car mobility by expanding the road network, increasing maximum speeds and cutting
public transport budgets. ...
Climate change mitigation calls for a massive reduction in CO2-emissions from human sources. A primary human source is combustion of fossil fuels. Transport by road is one of the major and growing users of fossil fuels worldwide. Private cars with internal combustion engines dominate our roads. This paper discusses the feasibility of aligning CO2-emissions of private cars with the Paris
Climate Agreement for 2030. It starts in 2010. Country of study is The Netherlands. The relation between climate change and air pollution is taken aboard. The following research questions will be addressed: How many private cars were there in The Netherlands, how many kilometres were driven and what were their CO2, NOx and PM10 emissions in 2010? What would these values be in the year 2030 assuming continuation of current trends in technology and policy? What could these values be if there were only full electric vehicles (FEV) on the road by 2030? Would behavioural change be necessary to reach the national CO2-reduction target for 2030? In the simulation model assumptions
were used about car ownership and volume, electric cars, fuel efficiency and electricity mix. Car production could be limited to the most fuel-efficient and lowest emission electric cars. Buyers’ choice would become restricted. Fulfilling the Dutch CO2-emission reduction target for 2030 is only possible by using state-of-the-art technology in a fleet of 100% full electric cars (FEV) and a major
reduction in yearly car kilometres (either per car or via fewer cars). This assumes a revolution in car production and sales and an active mobility reduction and modal shift policy. The first has just started, while the second and third are unlikely after decades of liberal policy-making, which has stimulated car mobility by expanding the road network, increasing maximum speeds and cutting
public transport budgets.
Climate Agreement for 2030. It starts in 2010. Country of study is The Netherlands. The relation between climate change and air pollution is taken aboard. The following research questions will be addressed: How many private cars were there in The Netherlands, how many kilometres were driven and what were their CO2, NOx and PM10 emissions in 2010? What would these values be in the year 2030 assuming continuation of current trends in technology and policy? What could these values be if there were only full electric vehicles (FEV) on the road by 2030? Would behavioural change be necessary to reach the national CO2-reduction target for 2030? In the simulation model assumptions
were used about car ownership and volume, electric cars, fuel efficiency and electricity mix. Car production could be limited to the most fuel-efficient and lowest emission electric cars. Buyers’ choice would become restricted. Fulfilling the Dutch CO2-emission reduction target for 2030 is only possible by using state-of-the-art technology in a fleet of 100% full electric cars (FEV) and a major
reduction in yearly car kilometres (either per car or via fewer cars). This assumes a revolution in car production and sales and an active mobility reduction and modal shift policy. The first has just started, while the second and third are unlikely after decades of liberal policy-making, which has stimulated car mobility by expanding the road network, increasing maximum speeds and cutting
public transport budgets.
Journal article
(2018)
-
Jaap Vleugel, Frans Bal
Regional goods delivery fulfils an essential socio-economic function, in particular, in dense urbanized areas in countries like The Netherlands. Shippers (producers or traders), transport service providers, businesses and private households favour road transport, because of logistic and financial reasons. Delivery and pick-up vehicles are mainly powered by internal combustion engines (ICE). ICE is a major source of ambient air pollution by NOx and PM10 and of global warming (CO2). More recent and well-maintained engines have much lower emissions of NOX and PM10 than older and less well maintained ones, but their CO2-emission has not been reduced as much. With (local) freight transport growing exponentially, these emissions are likely to rise. The aim of the paper is to estimate how a combination of logistic, technical and policy choices may reduce emissions of CO2, NOX and PM10. The authors follow an integrative, interdisciplinary approach, because the past has taught that align- ment of decisions by companies and government is inevitable to effectively deal with the root causes of these emissions. The main research question is as follows: What is needed to reduce the key emissions by regional goods delivery? This was addressed by literature analysis and micro simulation. The lat- ter was used to compare the emissions of diesel, CNG and electricity to power trucks and truck-vans combinations in a region to inner-city delivery scenario. CNG is currently the better option in terms of emissions for the whole trip, largely because of the Dutch grey electric power mix. Replacing the city leg of the trip by vans leads to more emissions, more vehicles, higher parking needs and logistic complexity. Full electric trucks and vans cut out the local air pollution, which is beneficial, but not the emissions by power plants. A green(er) electric power mix is necessary to go to zero emission regional
goods delivery. ...
goods delivery. ...
Regional goods delivery fulfils an essential socio-economic function, in particular, in dense urbanized areas in countries like The Netherlands. Shippers (producers or traders), transport service providers, businesses and private households favour road transport, because of logistic and financial reasons. Delivery and pick-up vehicles are mainly powered by internal combustion engines (ICE). ICE is a major source of ambient air pollution by NOx and PM10 and of global warming (CO2). More recent and well-maintained engines have much lower emissions of NOX and PM10 than older and less well maintained ones, but their CO2-emission has not been reduced as much. With (local) freight transport growing exponentially, these emissions are likely to rise. The aim of the paper is to estimate how a combination of logistic, technical and policy choices may reduce emissions of CO2, NOX and PM10. The authors follow an integrative, interdisciplinary approach, because the past has taught that align- ment of decisions by companies and government is inevitable to effectively deal with the root causes of these emissions. The main research question is as follows: What is needed to reduce the key emissions by regional goods delivery? This was addressed by literature analysis and micro simulation. The lat- ter was used to compare the emissions of diesel, CNG and electricity to power trucks and truck-vans combinations in a region to inner-city delivery scenario. CNG is currently the better option in terms of emissions for the whole trip, largely because of the Dutch grey electric power mix. Replacing the city leg of the trip by vans leads to more emissions, more vehicles, higher parking needs and logistic complexity. Full electric trucks and vans cut out the local air pollution, which is beneficial, but not the emissions by power plants. A green(er) electric power mix is necessary to go to zero emission regional
goods delivery.
goods delivery.
Conference paper
(2017)
-
Jaap Vleugel, Frans Bal
Many people live in cities today. Many more will do so in future. This increases the demand for space and (space for) transport. Space to expand roads is usually scarce. Building tunnels or elevated bridges is very expensive. Solving one bottleneck creates a next bottleneck downstream. More road infrastructure leads to more cars and more cars to more congestion and externalities. Megacities
invest in large-scale (preferably underground) public transport. Smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city the supply of goods, services, water, energy and transportation should differ from the current practice.
New car technologies are interesting, in particular the nearly roadworthy self-driving (autonomous) cars. It is still very demanding to let these share roads with conventional cars, cyclists and pedestrians. Cities lack the space for a separate network for these cars, yet. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle
buses and integrate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to produce cars and road materials are reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public-private) system exist already or will become available in the future. ...
invest in large-scale (preferably underground) public transport. Smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city the supply of goods, services, water, energy and transportation should differ from the current practice.
New car technologies are interesting, in particular the nearly roadworthy self-driving (autonomous) cars. It is still very demanding to let these share roads with conventional cars, cyclists and pedestrians. Cities lack the space for a separate network for these cars, yet. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle
buses and integrate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to produce cars and road materials are reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public-private) system exist already or will become available in the future. ...
Many people live in cities today. Many more will do so in future. This increases the demand for space and (space for) transport. Space to expand roads is usually scarce. Building tunnels or elevated bridges is very expensive. Solving one bottleneck creates a next bottleneck downstream. More road infrastructure leads to more cars and more cars to more congestion and externalities. Megacities
invest in large-scale (preferably underground) public transport. Smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city the supply of goods, services, water, energy and transportation should differ from the current practice.
New car technologies are interesting, in particular the nearly roadworthy self-driving (autonomous) cars. It is still very demanding to let these share roads with conventional cars, cyclists and pedestrians. Cities lack the space for a separate network for these cars, yet. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle
buses and integrate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to produce cars and road materials are reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public-private) system exist already or will become available in the future.
invest in large-scale (preferably underground) public transport. Smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city the supply of goods, services, water, energy and transportation should differ from the current practice.
New car technologies are interesting, in particular the nearly roadworthy self-driving (autonomous) cars. It is still very demanding to let these share roads with conventional cars, cyclists and pedestrians. Cities lack the space for a separate network for these cars, yet. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle
buses and integrate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to produce cars and road materials are reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public-private) system exist already or will become available in the future.
Conference paper
(2017)
-
Frans Bal, Jaap Vleugel
Overland transport of goods mainly goes by road. Road freight transport, trucking in particular, has a large share in the energy consumption, CO2-emissions and air pollution by human activities. This will become an even bigger issue with the expected massive growth of road freight transport.
Climate change mitigation asks for a major reduction of CO2-emissions from human origin. Improvement of air quality is a second reason why trucking companies have to look for alternative engine-fuel configurations: Biodiesel, gas and electricity. The paper answers two research questions:
1.New truck technologies are under way, what impact could these have on fuel consumption and emissions related with the fuel consumption of trucks?
2.How realistic is large-scale introduction of these new technologies before the year 2030?
A model was used to estimate the emissions of CO2, NOx and PM10 of a truck transporting goods along a pre-defined route consisting of city roads and highways. The volumes and composition of the emissions vary depending on the data entered by the user: Route/distance, fuel efficiency/consumption, emission factors and engine-fuel configuration. The model was used for a micro-simulation, but an extension towards a macro-simulation model is feasible. This would allow to estimate the impact on fuel consumption and emissions for a fleet of trucks. The model indicates that the main benefit of an alternative like biodiesel lies in the reduction of PM10-emissions. Electric trucking is necessary to drastically reduce CO2-emissions and air pollution.
In a few years from now hybrid diesel-electric trucks will become common. Full-electric trucks energized by internal (hydrogen in fuel cells) and/or external (trolley-like, high density batteries) sources are feasible well before the year 2030. Electric trucking means a drastic change in the use of fuels with implications for the electricity grid as well.
Keywords: Energy consumption, emissions, heavy-duty trucks, environment, conditions.
...
Climate change mitigation asks for a major reduction of CO2-emissions from human origin. Improvement of air quality is a second reason why trucking companies have to look for alternative engine-fuel configurations: Biodiesel, gas and electricity. The paper answers two research questions:
1.New truck technologies are under way, what impact could these have on fuel consumption and emissions related with the fuel consumption of trucks?
2.How realistic is large-scale introduction of these new technologies before the year 2030?
A model was used to estimate the emissions of CO2, NOx and PM10 of a truck transporting goods along a pre-defined route consisting of city roads and highways. The volumes and composition of the emissions vary depending on the data entered by the user: Route/distance, fuel efficiency/consumption, emission factors and engine-fuel configuration. The model was used for a micro-simulation, but an extension towards a macro-simulation model is feasible. This would allow to estimate the impact on fuel consumption and emissions for a fleet of trucks. The model indicates that the main benefit of an alternative like biodiesel lies in the reduction of PM10-emissions. Electric trucking is necessary to drastically reduce CO2-emissions and air pollution.
In a few years from now hybrid diesel-electric trucks will become common. Full-electric trucks energized by internal (hydrogen in fuel cells) and/or external (trolley-like, high density batteries) sources are feasible well before the year 2030. Electric trucking means a drastic change in the use of fuels with implications for the electricity grid as well.
Keywords: Energy consumption, emissions, heavy-duty trucks, environment, conditions.
...
Overland transport of goods mainly goes by road. Road freight transport, trucking in particular, has a large share in the energy consumption, CO2-emissions and air pollution by human activities. This will become an even bigger issue with the expected massive growth of road freight transport.
Climate change mitigation asks for a major reduction of CO2-emissions from human origin. Improvement of air quality is a second reason why trucking companies have to look for alternative engine-fuel configurations: Biodiesel, gas and electricity. The paper answers two research questions:
1.New truck technologies are under way, what impact could these have on fuel consumption and emissions related with the fuel consumption of trucks?
2.How realistic is large-scale introduction of these new technologies before the year 2030?
A model was used to estimate the emissions of CO2, NOx and PM10 of a truck transporting goods along a pre-defined route consisting of city roads and highways. The volumes and composition of the emissions vary depending on the data entered by the user: Route/distance, fuel efficiency/consumption, emission factors and engine-fuel configuration. The model was used for a micro-simulation, but an extension towards a macro-simulation model is feasible. This would allow to estimate the impact on fuel consumption and emissions for a fleet of trucks. The model indicates that the main benefit of an alternative like biodiesel lies in the reduction of PM10-emissions. Electric trucking is necessary to drastically reduce CO2-emissions and air pollution.
In a few years from now hybrid diesel-electric trucks will become common. Full-electric trucks energized by internal (hydrogen in fuel cells) and/or external (trolley-like, high density batteries) sources are feasible well before the year 2030. Electric trucking means a drastic change in the use of fuels with implications for the electricity grid as well.
Keywords: Energy consumption, emissions, heavy-duty trucks, environment, conditions.
Climate change mitigation asks for a major reduction of CO2-emissions from human origin. Improvement of air quality is a second reason why trucking companies have to look for alternative engine-fuel configurations: Biodiesel, gas and electricity. The paper answers two research questions:
1.New truck technologies are under way, what impact could these have on fuel consumption and emissions related with the fuel consumption of trucks?
2.How realistic is large-scale introduction of these new technologies before the year 2030?
A model was used to estimate the emissions of CO2, NOx and PM10 of a truck transporting goods along a pre-defined route consisting of city roads and highways. The volumes and composition of the emissions vary depending on the data entered by the user: Route/distance, fuel efficiency/consumption, emission factors and engine-fuel configuration. The model was used for a micro-simulation, but an extension towards a macro-simulation model is feasible. This would allow to estimate the impact on fuel consumption and emissions for a fleet of trucks. The model indicates that the main benefit of an alternative like biodiesel lies in the reduction of PM10-emissions. Electric trucking is necessary to drastically reduce CO2-emissions and air pollution.
In a few years from now hybrid diesel-electric trucks will become common. Full-electric trucks energized by internal (hydrogen in fuel cells) and/or external (trolley-like, high density batteries) sources are feasible well before the year 2030. Electric trucking means a drastic change in the use of fuels with implications for the electricity grid as well.
Keywords: Energy consumption, emissions, heavy-duty trucks, environment, conditions.
Many people live in cities today. Many more will do so in future. This increases the demand for space and (space for) transport. Space to expand roads is usually scarce. Building tunnels or elevated bridges is very expensive. Solving one bottleneck creates another bottleneck downstream. More road infra- structure leads to more cars and more cars to more congestion and externalities. Megacities invest in large-scale (preferably underground) public transport while smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city, the supply of goods, services, water, energy and transportation should differ from the current practice. New technologies in car manufacture are interesting, in particular, the nearly roadworthy self-driving (autonomous) cars. It is still a demanding challenge to let these share roads with conventional cars, cyclists and pedestrians. Currently, cities lack the space for a separate network for these cars. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle buses and inte- grate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to pro- duce cars and road materials will be reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public–private)
system exist already or will become available in the future.
...
Many people live in cities today. Many more will do so in future. This increases the demand for space and (space for) transport. Space to expand roads is usually scarce. Building tunnels or elevated bridges is very expensive. Solving one bottleneck creates another bottleneck downstream. More road infra- structure leads to more cars and more cars to more congestion and externalities. Megacities invest in large-scale (preferably underground) public transport while smaller cities lack the required number of travellers and the money to warrant the high investment costs. In a sustainable city, the supply of goods, services, water, energy and transportation should differ from the current practice. New technologies in car manufacture are interesting, in particular, the nearly roadworthy self-driving (autonomous) cars. It is still a demanding challenge to let these share roads with conventional cars, cyclists and pedestrians. Currently, cities lack the space for a separate network for these cars. A socially challenging alternative would be to replace all private cars by shared electric self-driving cars and small shuttle buses and inte- grate these with mass transport, cycling and walking. Passenger transport would need much less space for driving and parking. Congestion will vanish. Local air pollution, noise and use of resources to pro- duce cars and road materials will be reduced. Reclaimed space can be used to create a more sustainable and social environment and to optimize city logistics. The building blocks of such a (public–private)
system exist already or will become available in the future.
Book chapter
(2016)
-
Jaap Vleugel, Frans Bal
Producing more electricity from alternative sources may help to reach four goals: reduce CO2- and other emissions, compensate for depleting resources, reduce political dependency and replace an ageing and inefficient infrastructure. Billions of Euros have to be spent in ‘grey’ or ‘green technology to secure a reliable future supply of electricity. Producing electricity via photovoltaic (PV) systems has an Achilles heel: the sun is not a constant, reliable and manageable source of electric power like a fossil fuelled power plant. Variations in the supplied quantity and quality of electricity per unit of time may have economic (e.g. underutilisation of factories and rationing of consumption), physical (blackouts) and environmental penalties (if fossil fuel based back-up units temporarily ‘kick-in’ to balance demand and supply). Several options might be considered to guarantee a reliable supply of electricity during an energy transition. A drastic increase in energy-efficiency and energy saving measures is technically feasible. and already happening at some scale. It may be the best solution for the environment, but it takes a long time and major investments.
Electric cars could be used for mobile storage of electrical energy, alone or combined with fixed storage.
The paper addresses 4 issues: The role of a buffer; the pros and cons for individual households of using grid-integrated electric cars; the potential for individual self-sufficiency; the remaining role of government.
Buffers are used in an electricity grid to balance demand and supply. Electric cars can fulfil a role as buffer in an electricity grid. This scenario does not provide a stimulus for major energy savings. The alternative scenario of self-sufficiency (‘off-griding), in which solar PV systems and electric cars are combined, is not feasible for an average Dutch household, yet. Under any scenario, the energy transition will change the role of government significantly.
...
Electric cars could be used for mobile storage of electrical energy, alone or combined with fixed storage.
The paper addresses 4 issues: The role of a buffer; the pros and cons for individual households of using grid-integrated electric cars; the potential for individual self-sufficiency; the remaining role of government.
Buffers are used in an electricity grid to balance demand and supply. Electric cars can fulfil a role as buffer in an electricity grid. This scenario does not provide a stimulus for major energy savings. The alternative scenario of self-sufficiency (‘off-griding), in which solar PV systems and electric cars are combined, is not feasible for an average Dutch household, yet. Under any scenario, the energy transition will change the role of government significantly.
...
Producing more electricity from alternative sources may help to reach four goals: reduce CO2- and other emissions, compensate for depleting resources, reduce political dependency and replace an ageing and inefficient infrastructure. Billions of Euros have to be spent in ‘grey’ or ‘green technology to secure a reliable future supply of electricity. Producing electricity via photovoltaic (PV) systems has an Achilles heel: the sun is not a constant, reliable and manageable source of electric power like a fossil fuelled power plant. Variations in the supplied quantity and quality of electricity per unit of time may have economic (e.g. underutilisation of factories and rationing of consumption), physical (blackouts) and environmental penalties (if fossil fuel based back-up units temporarily ‘kick-in’ to balance demand and supply). Several options might be considered to guarantee a reliable supply of electricity during an energy transition. A drastic increase in energy-efficiency and energy saving measures is technically feasible. and already happening at some scale. It may be the best solution for the environment, but it takes a long time and major investments.
Electric cars could be used for mobile storage of electrical energy, alone or combined with fixed storage.
The paper addresses 4 issues: The role of a buffer; the pros and cons for individual households of using grid-integrated electric cars; the potential for individual self-sufficiency; the remaining role of government.
Buffers are used in an electricity grid to balance demand and supply. Electric cars can fulfil a role as buffer in an electricity grid. This scenario does not provide a stimulus for major energy savings. The alternative scenario of self-sufficiency (‘off-griding), in which solar PV systems and electric cars are combined, is not feasible for an average Dutch household, yet. Under any scenario, the energy transition will change the role of government significantly.
Electric cars could be used for mobile storage of electrical energy, alone or combined with fixed storage.
The paper addresses 4 issues: The role of a buffer; the pros and cons for individual households of using grid-integrated electric cars; the potential for individual self-sufficiency; the remaining role of government.
Buffers are used in an electricity grid to balance demand and supply. Electric cars can fulfil a role as buffer in an electricity grid. This scenario does not provide a stimulus for major energy savings. The alternative scenario of self-sufficiency (‘off-griding), in which solar PV systems and electric cars are combined, is not feasible for an average Dutch household, yet. Under any scenario, the energy transition will change the role of government significantly.
Conference paper
(2016)
-
Jaap Vleugel, Frans Bal
Een autonome auto bestond al in een droombeeld van GM in de VS rond 1940. Zo’n 40 jaar verder, in 1977, reed de eerste autonome auto uit een Japans lab. Sinds decennia wordt door ingenieurs gewerkt aan systemen die de autobestuurder overbodig kunnen maken. De stap van zelf rijden naar vanzelf rijden wordt door autofabrikanten ingeleid door in bestaande auto’s extra functies in te bouwen. Het gaat daarbij om bijvoorbeeld parkeerhulp, adaptieve cruise control en uitwisseling van informatie tussen voertuigen, die bestuurders (lastige) lastige taken uit handen nemen. Autonoom rijden vereist in de basis dat een scala van systemen in de auto betrouwbaar samenwerken. Handsfree rijden is technisch mogelijk op speciale wegen, binnen (aparte) rijstroken en onder de juiste weers- en verkeerscondities. Het samen rijden met conventioneel bestuurde auto’s onder variërende weg- en omgevingscondities levert echter enorme uitdagingen op. De interactie met andere auto’s (met en zonder deze systemen) en vooral het veilig kunnen anticiperen op onverwachte situaties vergt een beoordelingsvermogen dat voorlopig alleen aan mensen lijkt voorbehouden. De lopende praktijkproeven, we zijn opnieuw 40 jaar verder, zijn bedoeld om ook dan veilig te kunnen rijden.
Zijn auto(snel)wegen al een complexe omgeving, dit geldt nog meer voor steden. Wij poneren echter de stelling dat techniek bij de toelating van autonome auto’s in stedelijke gebieden geen doorslaggevende rol zal spelen. Daar is het van doorslaggevend belang of autonome auto’s onderdeel zouden kunnen zijn van een oplossing voor de vele problemen en uitdagingen die onze steden kennen, zoals groeiend ruimtegebrek, afnemende leefbaarheid en milieukwaliteit, en bereikbaarheid en betaalbaarheid van vervoerssystemen; de stedelijke “systeemwensen/eisen“. De auto krijgt in steden al lang geen vrij baan meer. Na jaren van beleidsmatige twijfel lijkt nu de tijd rijp om een forse stap verder te gaan om de leefbaarheid in steden structureel te verbeteren. Het gebruik van auto’s in steden staat nu ter discussie. De autoindustrie neemt deze “bedreiging” serieus en schuift de autonome auto als reddingsboei naar voren. Dit brengt ons bij de hoofdvragen van dit conceptuele paper:
1) Wat zijn de belangrijkste uitdagingen in onze steden en welke rol speelt verkeer en vervoer daarin?
2) Welke systeemeisen/wensen kunnen hieruit afgeleid worden?
3) Is het wel zo smart om privéauto’s in steden nog zoveel ruimte te geven?
4) Welke rol zouden autonome auto’s kunnen spelen in steden?
Het paper eindigt met conclusies en overwegingen voor diverse belanghebbenden.
...
Zijn auto(snel)wegen al een complexe omgeving, dit geldt nog meer voor steden. Wij poneren echter de stelling dat techniek bij de toelating van autonome auto’s in stedelijke gebieden geen doorslaggevende rol zal spelen. Daar is het van doorslaggevend belang of autonome auto’s onderdeel zouden kunnen zijn van een oplossing voor de vele problemen en uitdagingen die onze steden kennen, zoals groeiend ruimtegebrek, afnemende leefbaarheid en milieukwaliteit, en bereikbaarheid en betaalbaarheid van vervoerssystemen; de stedelijke “systeemwensen/eisen“. De auto krijgt in steden al lang geen vrij baan meer. Na jaren van beleidsmatige twijfel lijkt nu de tijd rijp om een forse stap verder te gaan om de leefbaarheid in steden structureel te verbeteren. Het gebruik van auto’s in steden staat nu ter discussie. De autoindustrie neemt deze “bedreiging” serieus en schuift de autonome auto als reddingsboei naar voren. Dit brengt ons bij de hoofdvragen van dit conceptuele paper:
1) Wat zijn de belangrijkste uitdagingen in onze steden en welke rol speelt verkeer en vervoer daarin?
2) Welke systeemeisen/wensen kunnen hieruit afgeleid worden?
3) Is het wel zo smart om privéauto’s in steden nog zoveel ruimte te geven?
4) Welke rol zouden autonome auto’s kunnen spelen in steden?
Het paper eindigt met conclusies en overwegingen voor diverse belanghebbenden.
...
Een autonome auto bestond al in een droombeeld van GM in de VS rond 1940. Zo’n 40 jaar verder, in 1977, reed de eerste autonome auto uit een Japans lab. Sinds decennia wordt door ingenieurs gewerkt aan systemen die de autobestuurder overbodig kunnen maken. De stap van zelf rijden naar vanzelf rijden wordt door autofabrikanten ingeleid door in bestaande auto’s extra functies in te bouwen. Het gaat daarbij om bijvoorbeeld parkeerhulp, adaptieve cruise control en uitwisseling van informatie tussen voertuigen, die bestuurders (lastige) lastige taken uit handen nemen. Autonoom rijden vereist in de basis dat een scala van systemen in de auto betrouwbaar samenwerken. Handsfree rijden is technisch mogelijk op speciale wegen, binnen (aparte) rijstroken en onder de juiste weers- en verkeerscondities. Het samen rijden met conventioneel bestuurde auto’s onder variërende weg- en omgevingscondities levert echter enorme uitdagingen op. De interactie met andere auto’s (met en zonder deze systemen) en vooral het veilig kunnen anticiperen op onverwachte situaties vergt een beoordelingsvermogen dat voorlopig alleen aan mensen lijkt voorbehouden. De lopende praktijkproeven, we zijn opnieuw 40 jaar verder, zijn bedoeld om ook dan veilig te kunnen rijden.
Zijn auto(snel)wegen al een complexe omgeving, dit geldt nog meer voor steden. Wij poneren echter de stelling dat techniek bij de toelating van autonome auto’s in stedelijke gebieden geen doorslaggevende rol zal spelen. Daar is het van doorslaggevend belang of autonome auto’s onderdeel zouden kunnen zijn van een oplossing voor de vele problemen en uitdagingen die onze steden kennen, zoals groeiend ruimtegebrek, afnemende leefbaarheid en milieukwaliteit, en bereikbaarheid en betaalbaarheid van vervoerssystemen; de stedelijke “systeemwensen/eisen“. De auto krijgt in steden al lang geen vrij baan meer. Na jaren van beleidsmatige twijfel lijkt nu de tijd rijp om een forse stap verder te gaan om de leefbaarheid in steden structureel te verbeteren. Het gebruik van auto’s in steden staat nu ter discussie. De autoindustrie neemt deze “bedreiging” serieus en schuift de autonome auto als reddingsboei naar voren. Dit brengt ons bij de hoofdvragen van dit conceptuele paper:
1) Wat zijn de belangrijkste uitdagingen in onze steden en welke rol speelt verkeer en vervoer daarin?
2) Welke systeemeisen/wensen kunnen hieruit afgeleid worden?
3) Is het wel zo smart om privéauto’s in steden nog zoveel ruimte te geven?
4) Welke rol zouden autonome auto’s kunnen spelen in steden?
Het paper eindigt met conclusies en overwegingen voor diverse belanghebbenden.
Zijn auto(snel)wegen al een complexe omgeving, dit geldt nog meer voor steden. Wij poneren echter de stelling dat techniek bij de toelating van autonome auto’s in stedelijke gebieden geen doorslaggevende rol zal spelen. Daar is het van doorslaggevend belang of autonome auto’s onderdeel zouden kunnen zijn van een oplossing voor de vele problemen en uitdagingen die onze steden kennen, zoals groeiend ruimtegebrek, afnemende leefbaarheid en milieukwaliteit, en bereikbaarheid en betaalbaarheid van vervoerssystemen; de stedelijke “systeemwensen/eisen“. De auto krijgt in steden al lang geen vrij baan meer. Na jaren van beleidsmatige twijfel lijkt nu de tijd rijp om een forse stap verder te gaan om de leefbaarheid in steden structureel te verbeteren. Het gebruik van auto’s in steden staat nu ter discussie. De autoindustrie neemt deze “bedreiging” serieus en schuift de autonome auto als reddingsboei naar voren. Dit brengt ons bij de hoofdvragen van dit conceptuele paper:
1) Wat zijn de belangrijkste uitdagingen in onze steden en welke rol speelt verkeer en vervoer daarin?
2) Welke systeemeisen/wensen kunnen hieruit afgeleid worden?
3) Is het wel zo smart om privéauto’s in steden nog zoveel ruimte te geven?
4) Welke rol zouden autonome auto’s kunnen spelen in steden?
Het paper eindigt met conclusies en overwegingen voor diverse belanghebbenden.