2014 Vehicle Technologies Market Report

Davis, Stacy Cagle; Diegel, Susan W; Boundy, Robert Gary; Moore, Scott A.

doi:10.2172/1185941

Cited by 16 publications

(19 citation statements)

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“…Refined products are transported by pipeline, rail, truck, and waterway. We followed the method used by NETL (20) to assess the life cycle impacts of each mode of transport using updated data sources (48)(49)(50). Electricity consumption associated with pipelines for both crude and refined products was modeled using data reported by Hooker (51) for seven pipeline operators in 1981, which should serve as a conservative upper bound for electricity use.…”

Section: Methodsmentioning

confidence: 99%

Life cycle greenhouse gas emissions and freshwater consumption associated with Bakken tight oil

Laurenzi

Bergerson

Motazedi

2016

Proc. Natl. Acad. Sci. U.S.A.

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In recent years, hydraulic fracturing and horizontal drilling have been applied to extract crude oil from tight reservoirs, including the Bakken formation. There is growing interest in understanding the greenhouse gas (GHG) emissions associated with the development of tight oil. We conducted a life cycle assessment of Bakken crude using data from operations throughout the supply chain, including drilling and completion, refining, and use of refined products. If associated gas is gathered throughout the Bakken well life cycle, then the well to wheel GHG emissions are estimated to be 89 g CO 2 eq/MJ (80% CI, 87-94) of Bakken-derived gasoline and 90 g CO 2 eq/MJ (80% CI, 88-94) of diesel. If associated gas is flared for the first 12 mo of production, then life cycle GHG emissions increase by 5% on average. Regardless of the level of flaring, the Bakken life cycle GHG emissions are comparable to those of other crudes refined in the United States because flaring GHG emissions are largely offset at the refinery due to the physical properties of this tight oil. We also assessed the life cycle freshwater consumptions of Bakken-derived gasoline and diesel to be 1.14 (80% CI, 0.67-2.15) and 1.22 barrel/barrel (80% CI, 0.71-2.29), respectively, 13% of which is associated with hydraulic fracturing.life cycle assessment | unconventional resources | petroleum | hydraulic fracturing | flaring

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Section: Methodsmentioning

confidence: 99%

Life cycle greenhouse gas emissions and freshwater consumption associated with Bakken tight oil

Laurenzi

Bergerson

Motazedi

2016

Proc. Natl. Acad. Sci. U.S.A.

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“…As of 2014 gasoline direct injection engines accounted for 42.5% of new car sales and 30.5% of light-duty truck sales in the United States. 37 Gasoline direct injection engines are often coupled with turbocharging and downsizing to further improve engine effi ciency. Variable valve timing and cooled exhaust gas recirculation can further increase efficiency.…”

Section: Internal Combustion Enginementioning

confidence: 99%

“…In 2014, 4.6% of new vehicle sales included this technology, which will be offered as a no-or lowcost option on a large number of models in coming years. 37 Because these systems are relatively inexpensive and likely to be widespread by 2035, their benefit as a potential solution for conventional ICE vehicles is included. These benefi ts will be captured in the model as a reduction in parasitic losses.…”

Section: Internal Combustion Enginementioning

confidence: 99%

Implications of sustainability for the United States light-duty transportation sector

Gearhart

2016

MRS Energy & Sustainability

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“…Energy use in British thermal units (Btu) per ton-mile of freight is nearly 30 for air, 4 for truck, 0.5 for water, and 0.4 for rail (Davis, Diegel, and Boundy 2012). Modal share of freight markets has implications for energy use because of these differences.…”

Section: Modes With Maximum Energy Efficiencymentioning

confidence: 99%

Transportation Energy Futures Series: Freight Transportation Modal Shares: Scenarios for a Low-Carbon Future

Brogan¹,

Aeppli²,

Beagan³

et al. 2013

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This is one of a series of reports produced as a result of the Transportation Energy Futures (TEF) project, a U.S. Department of Energy (DOE)-sponsored multi-agency project initiated to identify underexplored strategies for abating greenhouse gases (GHG) and reducing petroleum dependence related to transportation. The project was designed to consolidate existing transportation energy knowledge, advance analytic capacity-building, and uncover opportunities for sound strategic action.Transportation currently accounts for 71% of total U.S. petroleum use and 33% of the nation's total carbon emissions. The TEF project explores how combining multiple strategies could reduce GHG emissions and petroleum use by 80%. Researchers examined four key areas -lightduty vehicles, non-light-duty vehicles, fuels, and transportation demand -in the context of the marketplace, consumer behavior, industry capabilities, technology and the energy and transportation infrastructure. The TEF reports support DOE long-term planning. The reports provide analysis to inform decisions about transportation energy research investments, as well as the role of advanced transportation energy technologies and systems in the development of new physical, strategic, and policy alternatives.In addition to the DOE and its Office of Energy Efficiency and Renewable Energy, TEF benefitted from the collaboration of experts from the National Renewable Energy Laboratory and Argonne National Laboratory, along with steering committee members from the Environmental Protection Agency, the Department of Transportation, academic institutions and industry associations. More detail on the project, as well as the full series of reports, can be found at http://www.eere.energy.gov/analysis/transportationenergyfutures. .................................................................................................................... ........................................................................................... 70 References ............................................................................................................................ EXECUTIVE SUMMARYFreight transportation modes-truck, rail, water, air, and pipeline-each serve a distinct share of the freight transportation market. A variety of factors influence the modes chosen by shippers, carriers, and others involved in freight supply chains. Analytical methods can be used to project future modal shares, and federal policy actions could influence future freight mode choices. This report considers how these topics have been addressed in existing literature and offers insights on federal policy decisions with the potential to prompt mode choices that reduce energy use and greenhouse gas emissions. Options for Moving 18.5 Billion Tons of FreightTruck, rail, water, air, and pipeline services provide a spectrum of competitive and complementary freight transportation options, with each mode offering advantages and disadvantages in terms of price, speed, reliability, accessibility, visibility, secu...

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2014 Vehicle Technologies Market Report

Cited by 16 publications

References 0 publications

Life cycle greenhouse gas emissions and freshwater consumption associated with Bakken tight oil

Life cycle greenhouse gas emissions and freshwater consumption associated with Bakken tight oil

Implications of sustainability for the United States light-duty transportation sector

Transportation Energy Futures Series: Freight Transportation Modal Shares: Scenarios for a Low-Carbon Future

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