Chapter 13 Flashcards
international combustion engine
gasoline in sealed container is ignited, turns driveshaft and powers wheels
(conventionals)
light duty vehicles
cars and light trucks with improved efficiency, durability, and comfort
heavy duty vehicles
HDVs. trucks for moving bulk goods and materials with more powerful engines, wheels, structural support to handle heavier weights
codependence
co-dependence of different parts of energy and capital in energy system supply chains arises from a complementary relationship of goods
complementary goods
two goods that have to be consumed at the same time (refers to cross elasticity) –
rising P of Good 1 causes a reduction of Demand for Good 1 – therefore, causes reduction in consumption in Good 2
investment lock-in
path-dependence
vehicle and infrastructure owners continue to reinforce their existing choices to to the complementary nature with the other –
e.g.: more cars –> more fuel stations and more highways –> more cars
fueling rate
fueling rate = amount of energy / unit of time; “power rating” in fuel transfer from 1 location to the other
liquid fuels tend to be easiest and most cost effective to transfer from 1 container to another
total cost of ownership (TCO)
costs of not only purchasing but also operating
(1) fixed costs (vehicle cost, additional fueling components, WACC, asset life, scrap value
(2) performance variables (fuel consumption, distance traveled, driving behavior)
(3) operating costs (fuel costs, maintenance expense, cost of operation
scrap value
since not all assets are used until they are of depleted value, being able to sell them (or their components, like batteries) into a secondary market when they are no longer needed should be part of a TCO calcuation
energy efficiency design index
used to understand the technical efficiency of various ships in service, similar to efficiency rating for other devices/vehicles
average speed/acceleration
vehicle and engine maintenance
rolling resistance
driver behavior
fuel efficiency
distance traveled per unit of fuel
MPG or km/L
can sometimes confuse buyers and cause them to make bad econ. decisions. improvements in mpg must be considered off of the base model to which it’s being compared. relative improvement in MPG can be potentially misleading. big improvements in inefficient vehicles may be less impressive than small improvements in already efficient vehicles
fuel consumption
distance traveled per standard unit of fuel (inverts the relationship shown in fuel efficiency).
Liters per 100 kilometers (L/100km)
passenger kilometer (Pkm)
of people moved per kilometer
standardizing transportation services on the passengers allows for analysis of outcomes on a per person (as well as per distance) basis.
corporate average fuel economy
fuel economy standards establish avg. fuel economic level, relies on vehicle manufacturers to sell a mix of vehicles that meets or exceeds that target. not doing so can mean penalties on vehicle sales.
CAFE standards 1970s intro’d as response to oil crisis. Required US new cars to nearly double fleet efficiency by 1980s.
rebound effect
Due to the rapid increase in avg. fuel economy in the late 70s/early 80s, petroleum demand dropped quickly –> lower oil prices. By mid 80s, lower prices began to incentivize fuel consumption (+ wtp for SUVs) = rebound effect.
Nearly impossible to eliminate the rebound effect in any situation where the demand for something is reduce and results in lower clearing price for consumers.
