Assessment of Technologies for Improving Light-Duty Vehicle Fuel Economy—2025-2035 (2021) / Chapter Skim
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13 Emergent Findings, Recommendations, and Future Policy Scenarios for Continued Reduction in Energy Use and Emissions of Light-Duty Vehicles
13 Emergent Findings, Recommendations, and Future Policy Scenarios for Continued Reduction in Energy Use and Emissions of Light-Duty Vehicles
Pages 365-378
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From page 365... ...
In addition to electrified and autonomous vehicles, other advances in vehicle technology are expected, including further developments in internal combustion engine vehicles, hybrid vehicles, and fuel cell vehicles, and new or increased reliance on alternative fuels such as biofuels and other low-carbon fuels. Political, economic, and regulatory pressures to decrease vehicle fuel consumption and reduce greenhouse gas (GHG)
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SUMMARY FINDING 3. Fuel Cell Electric Vehicle Deployment: Availability of commercial fuel cell elec tric vehicles (FCEVs)
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SUMMARY FINDING 5. Fuel Cell Electric Vehicle Fueling Infrastructure: Hydrogen infrastructure build-out is the most significant challenge for fuel cell electric vehicle (FCEV)
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The EPA can and must consider the availability and benefits of ZEVs and more efficient petroleum-fueled vehicles in setting the most stringent feasible GHG emission standards. In order to remain binding and relevant, NHTSA's program must consider the fuel economy or energy efficiency benefits provided by alternative fuel vehicles such as battery electric vehicles and fuel cell electric vehicles in setting the stringency of its corporate average fuel economy standards, either by NHTSA's interpretation of existing statute or by Congress passing a new or amended statute.
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From page 369... ...
The exclusion of upstream emissions in the corporate average fuel economy and GHG regulatory compliance metrics provides an incen tive to produce ZEVs, relative to internal combustion engine only and hybrid electric vehicles, in states where there is no binding ZEV mandate, and could help to overcome significant market barriers that ZEVs face during a transition in the market toward the long-term goal of zero tailpipe emissions.
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SUMMARY FINDING 14. Fuel Cell Electric Vehicles: Several automakers are releasing their second genera tion of fuel cell vehicles.
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Manufacturers perceive that consumers expect higher fuel economy but will not pay for the full value of fuel saving technologies, while many academics think consumers almost fully value fuel savings. Some automakers are trying to engage their future consumers in new vehicle options, including changes in propulsion systems like battery electric vehicles and fuel cell electric vehicles.
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From page 372... ...
Using onboard diagnostics and customer data available, it is increasingly possible to assemble such a statistically valid and relevant data set. Such data could be used to monitor the fuel consumption and GHG emissions of the light-duty vehicle sector, the effectiveness of the corporate average fuel economy program, and the effectiveness of off-cycle technologies in reducing real-world emissions and fuel consumption.
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From page 373... ...
FINDING 13.1: The current statutory authority for the CAFE program is becoming increasingly outdated as a result of legal, scientific, policy, technological, global leadership, and economic developments and trends. RECOMMENDATION 13.1: Given the end of the latest legislative specification for corporate average fuel economy (CAFE)
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RECOMMENDATION 13.3: Congress should reauthorize the continuation of the National Highway Traf fic Safety Administration (NHTSA) corporate average fuel economy (CAFE)
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.3 To provide a longer-term target for manufacturers to plan their ongoing and future R&D and product rollout, Congress should set an explicit goal that all new LDVs should achieve net-zero GHG emissions by a specified date.4 This zero-emission requirement should be technology neutral, to allow each manufacturer to choose its own technology pathway. Summary Recommendation 8 recommends a transition to address full-fuel-cycle emissions of all vehicles, including ZEVs.
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From page 376... ...
However, autonomous vehicles also could have substantial impacts on fuel consumption and GHG emissions, which could range from strongly beneficial to strongly detrimental, for the reasons discussed earlier in this report. The issue is complicated by the fact that a simple measure like VMT will not alone be a useful measure of environmental impact, as it will depend on the emissions the vehicles produce.
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From page 377... ...
Furthermore, the impact of any incentives should be evaluated for their ability to promote an overall reduction in vehicle miles traveled and increase in the use of transit and shared rides. The most important large-scale and longer-term issue for the future is how the CAFE program, and GHG emissions from LDVs generally, fit within a broader national strategy or program to combat climate change.
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