Idaho National Laboratory’s Analysis of ARRA-Funded Plug-in Electric Vehicle and Charging Infrastructure Projects: Final Report

Francfort, J.E.; Bennett, Brion; Carlson, Richard Barney; Garretson, Thomas; Gourley, LauraLee; Karner, Donal; Mcguire, P.; Scoffield, Don; Kirkpatrick, Mindy; Shrik, Matthew; Salisbury, Shawn; Schey, Stephen; Smart, John; White, Sera; Wishard, Jeffery

doi:10.2172/1244615

Cited by 4 publications

(2 citation statements)

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“…BEV210-manufacturing emissions of 9.8 and 7.3 tonnes for the current and future cases correspond to 55 gCO 2e /mi and 41 gCO 2e /mi. Batteries are assumed to last the life of the vehicle without replacement, and short-range BEVs (e.g., BEV90s) travel approximately 30% fewer miles than conventional vehicles . In general, the GHG emissions generated during the vehicle manufacturing cycle are 1 order of magnitude lower than the fuel cycle GHG emissions of the current gasoline ICEV (∼400 gCO 2e /mi).…”

Section: Resultsmentioning

confidence: 99%

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

Elgowainy

Han

Ward

et al. 2018

Environ. Sci. Technol.

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This article presents a cradle-to-grave (C2G) assessment of greenhouse gas (GHG) emissions and costs for current (2015) and future (2025-2030) light-duty vehicles. The analysis addressed both fuel cycle and vehicle manufacturing cycle for the following vehicle types: gasoline and diesel internal combustion engine vehicles (ICEVs), flex fuel vehicles, compressed natural gas (CNG) vehicles, hybrid electric vehicles (HEVs), hydrogen fuel cell electric vehicles (FCEVs), battery electric vehicles (BEVs), and plug-in hybrid electric vehicles (PHEVs). Gasoline ICEVs using current technology have C2G emissions of ∼450 gCOe/mi (grams of carbon dioxide equivalents per mile), while C2G emissions from HEVs, PHEVs, H FCEVs, and BEVs range from 300-350 gCOe/mi. Future vehicle efficiency gains are expected to reduce emissions to ∼350 gCO/mi for ICEVs and ∼250 gCO/mi for HEVs, PHEVs, FCEVs, and BEVs. Utilizing low-carbon fuel pathways yields GHG reductions more than double those achieved by vehicle efficiency gains alone. Levelized costs of driving (LCDs) are in the range $0.25-$1.00/mi depending on time frame and vehicle-fuel technology. In all cases, vehicle cost represents the major (60-90%) contribution to LCDs. Currently, HEV and PHEV petroleum-fueled vehicles provide the most attractive cost in terms of avoided carbon emissions, although they offer lower potential GHG reductions. The ranges of LCD and cost of avoided carbon are narrower for the future technology pathways, reflecting the expected economic competitiveness of these alternative vehicles and fuels.

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Section: Resultsmentioning

confidence: 99%

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

Elgowainy

Han

Ward

et al. 2018

Environ. Sci. Technol.

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show abstract

“…Australian EV consumers also charge their vehicles around 2-4 times per day but charge their EVs in the initial hours of time-of-use (ToU) price drops [68]. In other studies beyond Australia, EV consumers have been found to prefer to charge their EVs when they return from work around 5-8 p.m. [66,[69][70][71]. In Australia, there is limited evidence regarding consumer preferences and behaviour concerning electric vehicles adoption and tariff design [68].…”

Section: Consumer Preferences and Acceptance Of Different Ev Tariff D...mentioning

confidence: 99%

Electromobility in Australia: Tariff Design Structure and Consumer Preferences for Mobile Distributed Energy Storage

et al. 2022

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The adoption of electric vehicles (EVs) may contribute to decarbonisation of the transport sector and has the potential to offer value to consumers and electricity grid operators through its energy storage capabilities. While electricity tariffs can play an important role in consumer uptake of EVs, little is known about how EV charging tariff design affects EV users’ behaviour in participating in applications that can support the electricity grid, such as those applications classed under Vehicle-to-Everything (V2X). Examining the case of Australia, this study reviews the literature on electromobility with a focus on EV charging tariffs and its impact on consumer behaviour within the V2X context. The main findings drawn from up-to-date publications show that a well-designed EV tariff structure, available parking, and EV charging facilities can increase consumer participation in V2X. However, cooperation between EV users and grid operators is needed to establish a form of controlled charging agreement to harness the full potential of the EV electricity storage system for grid stability and battery support operations. To achieve this, the right tariff structure will have to be established to incentivise EV consumers to subscribe to V2X services. We also present recommendations for EV tariff design to support Australian consumer participation in V2G. Finally, we identify research gaps for further research.

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Evaluation of smart charging for electric vehicle-to-building integration: A case study

et al. 2020

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Idaho National Laboratory’s Analysis of ARRA-Funded Plug-in Electric Vehicle and Charging Infrastructure Projects: Final Report

Cited by 4 publications

References 0 publications

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

Current and Future United States Light-Duty Vehicle Pathways: Cradle-to-Grave Lifecycle Greenhouse Gas Emissions and Economic Assessment

Electromobility in Australia: Tariff Design Structure and Consumer Preferences for Mobile Distributed Energy Storage

Evaluation of smart charging for electric vehicle-to-building integration: A case study

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