By C.E (Sandy) Thomas
This booklet contains an in-depth research of the environmental and effort safeguard affects of changing the interior combustion engine automobile with a number of types of electrical automobiles and exchanging fuel and diesel gas with substitute fuels together with electrical energy, hydrogen and biofuels. as well as an in depth “well-to-wheels” research of neighborhood pollution, greenhouse fuel emissions and oil intake for every replacement automobile, the booklet estimates the industry penetration power of every fuel/vehicle mixture to figure out the main most probably societal influence of every substitute motor vehicle pathway. To aid the industry penetration estimates, the publication analyses the most likely rate of every substitute motor vehicle in mass creation and the price of fitting the required gas infrastructure to aid every one alternative. The publication presents enough aspect to permit choice makers in governments and to decide on one of the replacement vehicle/fuel mixtures that might bring about a very sustainable transportation system.
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Additional info for Sustainable Transportation Options for the 21st Century and Beyond: A Comprehensive Comparison of Alternatives to the Internal Combustion Engine
Example text
5 MIT EV Cost Estimates Kromer and Heywood from MIT analyzed the projected cost of various electric vehicles in 2007 [4]. 4, which shows the incremental costs of various alternative vehicles relative to a conventional gasoline ICV. According to this MIT assessment, the FCEV will have a lower incremental cost than either a BEV, a PHEV-40, or a PHEV-30. Note that the BEV analyzed by MIT has a range of only 200 miles (483 km), while the FCEV has a range of 390 miles (628 km). In addition, the MIT team apparently did not consider the impact of mass compounding on these vehicles, so these differences would have been much larger, particularly for the BEV if they compared vehicles with long range plus mass compounding effects.
E. 1 Range Limitations 27 energy from regenerative braking (in other words, the volume of the fuel cell system that directly replaces the function of the battery bank—to produce electricity for the motor). At 500 km, the FCEV power train occupies only 40 % of the space occupied by a hypothetical BEV with batteries achieving the USABC commercialization goals. 2 Fueling Time Limitations The time to refuel a vehicle is an important consideration for car buyers. The standard is the time it takes to refuel conventional gasoline vehicle of 3–5 min.
Kromer and Heywood of MIT use a similar FC system cost estimate of $50/kW for their base case. Thus, an 80-kW net automotive fuel cell system would cost approximately $3760–$4000 in automotive production volumes. James points out that his fuel cell estimates are actual costs to the automobile companies and do not include markups for overhead or general and administrative (G&A) expenses, warranty, and profit that would be necessary to estimate prices of the fuel cell to consumers; we assume in this chapter that the other costs are also at the cost level and do not include markups to reflect prices,3 so our comparisons here are valid.