UK Bus Funding: Ultra Low Emission Bus Scheme & BSOG - Dan Hayes, Low Carbon ...Daniel Hayes
A short summary of government grant funding in the UK for low carbon, low emission buses in the UK (hybrid, electric,hydrogen,biomethane) as well as operational BSOG Support. With a short look at current and alternative futures pre-election.
STEP on the Bus - Session 4.2 - OLEV Low Emission Bus Scheme_Gloria EspositoSTEP_scotland
The document summarizes the new Low Emission Bus (LEB) Scheme introduced by the Office of Low Emission Vehicles (OLEV) to increase the uptake of low and ultra-low emission buses in England and Wales from 2015 to 2020. The LEB Scheme will provide £30 million in grants to support the purchase of accredited low emission buses and associated infrastructure. Bids for funding will be assessed based on their ambition, deliverability, impact on air quality, and value for money. To qualify for grants, bus manufacturers must certify that vehicles meet emissions reduction targets through testing and certification.
The document outlines a plan to develop electric vehicle infrastructure in London through partnerships. It aims to install 25,000 charging points across the city by 2015, including 500 on-street points, 2,000 in public car parks, and 22,500 through businesses. This would include a mix of slow charging points for long stays and 50 fast charging points within 3 miles of each other by 2012. The goal is to make London a leader in electric vehicles in Europe.
Lower Carbon and Cleaner Air: Opportunites for Buses : Low Carbon Vehicle Par...Daniel Hayes
Insights into the development of low carbon bus policy in UK, Low Carbon Emission Bus market development, Euro VI diesel emissions performance, Low Emission Bus technologies and fuels, Ultra-Low Emission Bus definition and funding from the Low Carbon Vehicle Partnership
SEIG seminar - A Smarter Way to Lower Emissions - Mike FosterSTEP_scotland
- Transport Scotland has invested £14.5 million since 2010 to establish Scotland's electric vehicle charging network, called Chargeplace Scotland, with over 1,100 charging outlets across the country.
- Chargeplace Scotland aims to provide widespread public charging access to support the decarbonization of road transport and meet Scotland's climate change targets.
- Transport Scotland's strategy is to continue expanding the network in 2014-15 to cover all population centers and roads at 35 mile intervals, and establish Scotland as a leader in adopting new low-carbon vehicle technologies like electric vehicles.
Low Emission Strategy in London Jo Boyd-WallisSTEP_scotland
This document discusses London's strategy to reduce emissions through various policies and initiatives. It outlines the current Low Emission Zone (LEZ) that charges high-polluting commercial vehicles driving in London, which has successfully reduced particulate matter. It proposes a new Ultra Low Emission Zone (ULEZ) for central London that would affect more vehicle types and have tighter emission standards. The ULEZ aims to address nitrogen dioxide exceedances and is part of a wider strategy that also involves promoting low-emission buses and taxis. The timeline for implementing the ULEZ is still pending further announcements.
Paul O’Day, Part 1: Vision for Highways Maintenance and Management in BirminghamLandorLINKS
The document summarizes a road show held by Birmingham Council to discuss the future of local transport delivery and management through a private finance initiative (PFI). The PFI aims to improve Birmingham's infrastructure, appearance, and quality of life over 25 years by maintaining streets, footways, and assets. It will provide £620 million in funding to address maintenance backlogs through a monthly unitary charge from the council to the service provider in exchange for defined services. Risks are transferred to the private sector service provider.
UK Bus Funding: Ultra Low Emission Bus Scheme & BSOG - Dan Hayes, Low Carbon ...Daniel Hayes
A short summary of government grant funding in the UK for low carbon, low emission buses in the UK (hybrid, electric,hydrogen,biomethane) as well as operational BSOG Support. With a short look at current and alternative futures pre-election.
STEP on the Bus - Session 4.2 - OLEV Low Emission Bus Scheme_Gloria EspositoSTEP_scotland
The document summarizes the new Low Emission Bus (LEB) Scheme introduced by the Office of Low Emission Vehicles (OLEV) to increase the uptake of low and ultra-low emission buses in England and Wales from 2015 to 2020. The LEB Scheme will provide £30 million in grants to support the purchase of accredited low emission buses and associated infrastructure. Bids for funding will be assessed based on their ambition, deliverability, impact on air quality, and value for money. To qualify for grants, bus manufacturers must certify that vehicles meet emissions reduction targets through testing and certification.
The document outlines a plan to develop electric vehicle infrastructure in London through partnerships. It aims to install 25,000 charging points across the city by 2015, including 500 on-street points, 2,000 in public car parks, and 22,500 through businesses. This would include a mix of slow charging points for long stays and 50 fast charging points within 3 miles of each other by 2012. The goal is to make London a leader in electric vehicles in Europe.
Lower Carbon and Cleaner Air: Opportunites for Buses : Low Carbon Vehicle Par...Daniel Hayes
Insights into the development of low carbon bus policy in UK, Low Carbon Emission Bus market development, Euro VI diesel emissions performance, Low Emission Bus technologies and fuels, Ultra-Low Emission Bus definition and funding from the Low Carbon Vehicle Partnership
SEIG seminar - A Smarter Way to Lower Emissions - Mike FosterSTEP_scotland
- Transport Scotland has invested £14.5 million since 2010 to establish Scotland's electric vehicle charging network, called Chargeplace Scotland, with over 1,100 charging outlets across the country.
- Chargeplace Scotland aims to provide widespread public charging access to support the decarbonization of road transport and meet Scotland's climate change targets.
- Transport Scotland's strategy is to continue expanding the network in 2014-15 to cover all population centers and roads at 35 mile intervals, and establish Scotland as a leader in adopting new low-carbon vehicle technologies like electric vehicles.
Low Emission Strategy in London Jo Boyd-WallisSTEP_scotland
This document discusses London's strategy to reduce emissions through various policies and initiatives. It outlines the current Low Emission Zone (LEZ) that charges high-polluting commercial vehicles driving in London, which has successfully reduced particulate matter. It proposes a new Ultra Low Emission Zone (ULEZ) for central London that would affect more vehicle types and have tighter emission standards. The ULEZ aims to address nitrogen dioxide exceedances and is part of a wider strategy that also involves promoting low-emission buses and taxis. The timeline for implementing the ULEZ is still pending further announcements.
Paul O’Day, Part 1: Vision for Highways Maintenance and Management in BirminghamLandorLINKS
The document summarizes a road show held by Birmingham Council to discuss the future of local transport delivery and management through a private finance initiative (PFI). The PFI aims to improve Birmingham's infrastructure, appearance, and quality of life over 25 years by maintaining streets, footways, and assets. It will provide £620 million in funding to address maintenance backlogs through a monthly unitary charge from the council to the service provider in exchange for defined services. Risks are transferred to the private sector service provider.
El 5 de juny de 2015, amb motiu del dia mundial del medi ambient, va tenir lloc el Simposi europeu sobre qualitat de l'aire, soroll i els seus efectes sobre la salut a les aglomeracions urbanes, un esdeveniment organitzat pel Departament de Territori i Sostenibilitat de la Generalitat de Catalunya, l'Institut de Salut Global de Barcelona (ISGlobal) i el Centre de Recerca en Epidemiologia Ambiental (CREAL), centre aliat ISGlobal.
At the ILP Lighting Summit (2018) the big question on the lips of the exhibiting suppliers was ‘Just how far along is the conversion to LED in local authority lighting?’ From this question, the National Lighting Survey was conceived.
Coinciding with the publication of the official report, this paper discussed some of the key results from the study. It reflected on the progress of conversion to LED within local authorities, alongside a selection of key statistics covering the following topics: lighting specialist employment within local government, retrofitting vs replacing, asset condition and carbon reduction.
It is informative to local authorities, public realm, highways and amenities and contractors.
by Liz Hudson, Carbon Reduction Technology
This document summarizes recent developments in local TV in the UK. It discusses how up until 2010, local TV stations had limited geography and few operated for long periods. In 2010-2011, the UK government and Ofcom developed a new policy to create a sustainable local TV model using digital terrestrial television. Ofcom was given powers in 2012 to award licenses based on how stations would serve local communities. As of 2014, 28 local licenses had been awarded and 5 local TV services had launched, with more expected to launch.
E mobility charging infrastructure 2020 ver3 1-finalGareth Davis
Slides Presented at IQPC – E-Mobility Charging Infrastructure 2020 UK, 25 – 26 September 2018, De Vere Horwood Estate Milton Keynes, UK by Gareth Davis
STEP Conference 2016 - James Tate, ITS - The Real Fleet & Their Real Driving ...STEP_scotland
- The document discusses remote sensing and laboratory testing of vehicle emissions in Europe.
- Remote sensing was conducted in Aberdeen and found that diesel vehicles produced higher particulate matter and NOx emissions than petrol vehicles. Testing of HGVs also found high NOx emissions.
- Laboratory testing in London of 12 passenger cars and 3 HGVs over real-world driving cycles found that some diesel vehicles exceeded NOx limits, while petrol and hybrid vehicles performed better. Comparing remote sensing and laboratory data showed similar results.
- Further analysis of more Euro 6 diesel vehicles is needed to understand real-world performance and deterioration of emissions controls over time. Remote sensing and laboratory testing provide complementary approaches to evaluating real driving emissions.
CALSTART and a number of companies seeking support for a low carbon, zero emission bus initiative building off the success of the National Fuel Cell Bus Program.
The document summarizes information about Morlais, a 35 km2 tidal stream zone off the coast of Anglesey, Wales that was designated by the Crown Estate in 2014. Key points include:
- It has a 45-year lease and potential capacity of 240MW to support the development of tidal stream energy projects.
- Menter Mon, a local enterprise agency, holds the lease and has secured £50 million in EU funding to develop infrastructure for the zone.
- The zone offers a long-term opportunity for technological development, manufacturing, and commercial growth in tidal stream energy through its lease until 2059.
Presentation by Philip Coombes, Commercial Manager, Associated British Ports (ABP) Hull & Goole.
Delivered to ITS Masters students:
www.its.leeds.ac.uk/courses/masters/itslectureseries/
This document provides an update on Low Emission Zones (LEZs) in Scotland in 2019. It discusses the progress of LEZs being implemented in Glasgow, Edinburgh, Dundee, and Aberdeen by 2020 and 2023 as committed to in the Scottish government's Programme for Government. It outlines the roles of Transport Scotland and city councils in delivering LEZs through legislation, funding, modeling, communications, and stakeholder engagement. Funding streams support retrofitting buses, taxis, and providing loans to help vehicles and households meet LEZ standards. National and local communications aim to increase awareness and readiness for Scotland's expanding LEZ program.
The document discusses Nottingham's workplace parking levy (WPL) scheme, the first of its kind in Europe. The WPL places a modest charge on commuter parking spaces to encourage more sustainable transportation. It has raised £25.3 million over three years to fund transportation improvements like tram expansions. The WPL scheme focuses on ensuring employer compliance through education and support rather than enforcement. It has achieved 100% compliance from liable employers.
This document discusses business models for small scale digital audio broadcasting (SSDAB). It outlines the capital and operating costs associated with different SSDAB scenarios. It also discusses potential sources of start-up financing, revenue models through charging channels, and ownership models. Lessons are drawn from the Local TV multiplex, including having local TV channels as equal shareholders. Key issues addressed are how to assure community radio channels have ownership in the SSDAB multiplex and defining "non-commercial basis" for multiplex services.
This document discusses the economics of Blue Car, an electric car sharing service operated by Bolloré. It describes how Bolloré won a 12-year contract from Paris to launch Autolib in 2011 with 266 stations. Bolloré then expanded Autolib near Paris and launched similar services in other French cities. It established subsidiaries to sell battery and electric vehicle-related services. While electric vehicles provide benefits for car sharing services, Bolloré faces competition from other car sharing operators and functional challenges of electric vehicles' range.
The document outlines plans to develop an electric vehicle charging infrastructure network across London by 2015. It aims to install 25,000 charging points, including 500 on-street points, 2,000 in public car parks, and 22,500 in partnership with businesses. This will include a mix of slow, fast, and potential rapid charging points. The goals are to stimulate electric vehicle adoption and make London a leader in electric transportation.
Keynote Biomethane A Renewable Fuel Greg Archer Low C V PEggfuel
The document discusses the role of alternative fuels, including biomethane, in reducing transport emissions in the UK. It notes that transport emissions are a significant and growing source of emissions that will consume the entire EU emissions cap by 2050 if not addressed. Biomethane is highlighted as a promising renewable fuel for reducing emissions from commercial vehicles and buses, though currently only supplied in small volumes. New policies like the Renewable Transport Fuel Obligation and EU directives provide support for sustainable biofuels like biomethane that meet certain greenhouse gas reduction thresholds.
El 5 de juny de 2015, amb motiu del dia mundial del medi ambient, va tenir lloc el Simposi europeu sobre qualitat de l'aire, soroll i els seus efectes sobre la salut a les aglomeracions urbanes, un esdeveniment organitzat pel Departament de Territori i Sostenibilitat de la Generalitat de Catalunya, l'Institut de Salut Global de Barcelona (ISGlobal) i el Centre de Recerca en Epidemiologia Ambiental (CREAL), centre aliat ISGlobal.
At the ILP Lighting Summit (2018) the big question on the lips of the exhibiting suppliers was ‘Just how far along is the conversion to LED in local authority lighting?’ From this question, the National Lighting Survey was conceived.
Coinciding with the publication of the official report, this paper discussed some of the key results from the study. It reflected on the progress of conversion to LED within local authorities, alongside a selection of key statistics covering the following topics: lighting specialist employment within local government, retrofitting vs replacing, asset condition and carbon reduction.
It is informative to local authorities, public realm, highways and amenities and contractors.
by Liz Hudson, Carbon Reduction Technology
This document summarizes recent developments in local TV in the UK. It discusses how up until 2010, local TV stations had limited geography and few operated for long periods. In 2010-2011, the UK government and Ofcom developed a new policy to create a sustainable local TV model using digital terrestrial television. Ofcom was given powers in 2012 to award licenses based on how stations would serve local communities. As of 2014, 28 local licenses had been awarded and 5 local TV services had launched, with more expected to launch.
E mobility charging infrastructure 2020 ver3 1-finalGareth Davis
Slides Presented at IQPC – E-Mobility Charging Infrastructure 2020 UK, 25 – 26 September 2018, De Vere Horwood Estate Milton Keynes, UK by Gareth Davis
STEP Conference 2016 - James Tate, ITS - The Real Fleet & Their Real Driving ...STEP_scotland
- The document discusses remote sensing and laboratory testing of vehicle emissions in Europe.
- Remote sensing was conducted in Aberdeen and found that diesel vehicles produced higher particulate matter and NOx emissions than petrol vehicles. Testing of HGVs also found high NOx emissions.
- Laboratory testing in London of 12 passenger cars and 3 HGVs over real-world driving cycles found that some diesel vehicles exceeded NOx limits, while petrol and hybrid vehicles performed better. Comparing remote sensing and laboratory data showed similar results.
- Further analysis of more Euro 6 diesel vehicles is needed to understand real-world performance and deterioration of emissions controls over time. Remote sensing and laboratory testing provide complementary approaches to evaluating real driving emissions.
CALSTART and a number of companies seeking support for a low carbon, zero emission bus initiative building off the success of the National Fuel Cell Bus Program.
The document summarizes information about Morlais, a 35 km2 tidal stream zone off the coast of Anglesey, Wales that was designated by the Crown Estate in 2014. Key points include:
- It has a 45-year lease and potential capacity of 240MW to support the development of tidal stream energy projects.
- Menter Mon, a local enterprise agency, holds the lease and has secured £50 million in EU funding to develop infrastructure for the zone.
- The zone offers a long-term opportunity for technological development, manufacturing, and commercial growth in tidal stream energy through its lease until 2059.
Presentation by Philip Coombes, Commercial Manager, Associated British Ports (ABP) Hull & Goole.
Delivered to ITS Masters students:
www.its.leeds.ac.uk/courses/masters/itslectureseries/
This document provides an update on Low Emission Zones (LEZs) in Scotland in 2019. It discusses the progress of LEZs being implemented in Glasgow, Edinburgh, Dundee, and Aberdeen by 2020 and 2023 as committed to in the Scottish government's Programme for Government. It outlines the roles of Transport Scotland and city councils in delivering LEZs through legislation, funding, modeling, communications, and stakeholder engagement. Funding streams support retrofitting buses, taxis, and providing loans to help vehicles and households meet LEZ standards. National and local communications aim to increase awareness and readiness for Scotland's expanding LEZ program.
The document discusses Nottingham's workplace parking levy (WPL) scheme, the first of its kind in Europe. The WPL places a modest charge on commuter parking spaces to encourage more sustainable transportation. It has raised £25.3 million over three years to fund transportation improvements like tram expansions. The WPL scheme focuses on ensuring employer compliance through education and support rather than enforcement. It has achieved 100% compliance from liable employers.
This document discusses business models for small scale digital audio broadcasting (SSDAB). It outlines the capital and operating costs associated with different SSDAB scenarios. It also discusses potential sources of start-up financing, revenue models through charging channels, and ownership models. Lessons are drawn from the Local TV multiplex, including having local TV channels as equal shareholders. Key issues addressed are how to assure community radio channels have ownership in the SSDAB multiplex and defining "non-commercial basis" for multiplex services.
This document discusses the economics of Blue Car, an electric car sharing service operated by Bolloré. It describes how Bolloré won a 12-year contract from Paris to launch Autolib in 2011 with 266 stations. Bolloré then expanded Autolib near Paris and launched similar services in other French cities. It established subsidiaries to sell battery and electric vehicle-related services. While electric vehicles provide benefits for car sharing services, Bolloré faces competition from other car sharing operators and functional challenges of electric vehicles' range.
The document outlines plans to develop an electric vehicle charging infrastructure network across London by 2015. It aims to install 25,000 charging points, including 500 on-street points, 2,000 in public car parks, and 22,500 in partnership with businesses. This will include a mix of slow, fast, and potential rapid charging points. The goals are to stimulate electric vehicle adoption and make London a leader in electric transportation.
Keynote Biomethane A Renewable Fuel Greg Archer Low C V PEggfuel
The document discusses the role of alternative fuels, including biomethane, in reducing transport emissions in the UK. It notes that transport emissions are a significant and growing source of emissions that will consume the entire EU emissions cap by 2050 if not addressed. Biomethane is highlighted as a promising renewable fuel for reducing emissions from commercial vehicles and buses, though currently only supplied in small volumes. New policies like the Renewable Transport Fuel Obligation and EU directives provide support for sustainable biofuels like biomethane that meet certain greenhouse gas reduction thresholds.
The document discusses the electrification of the European vehicle fleet from 2020 to 2040. By 2040, it is expected that up to 100% of light and commercial vehicle sales will be zero-emission vehicles to meet EU regulations. Fleet electrification is projected to create savings of €330 billion in total cost of ownership and reduce over 1 billion tons of CO2 emissions by 2030. By 2040, over 30% of vehicles on European roads and nearly 50% of annual vehicle mileage are expected to be from decarbonized powertrains. Electricity demand from electric vehicles could reach 350 terawatt hours by 2040.
The tipping point for electrified vehicles is in sight, and a combination of hybrid and fully electric powertrains is expected to cut the global market share of pure internal combustion engines (ICEs) by about 50% by 2030.
Beuc2016 low carbon cars in the 2020s reportRoger Atkins
This document discusses the total cost of ownership of low and ultra-low emission vehicles in Europe between 2015-2030. It forecasts changes in costs and efficiency of conventional and alternative powertrains, and calculates TCO for first, second and third owners over the vehicle lifetime. The analysis finds that plug-in electric vehicles show highly competitive ownership costs compared to internal combustion engines, with battery electric vehicles reaching near parity with diesel vehicles for first owners by 2030. Continued improvement in the efficiency of conventional vehicles also provides benefits to consumers in reduced fuel costs. Ambitious 2025/2030 CO2 targets can be set without disadvantaging consumers based on the declining TCOs across all powertrains.
CO2 emissions of vehicles: a broad and persistent problemLeonardo ENERGY
The transport sector has not seen the same decline in greenhouse gas emissions as many other sectors. CO2 emissions from passenger cars and trucks form a persistent problem and policymakers struggle to find effective solutions to meet the goals.
First, there is this ongoing race to the bottom among declared CO2 values with a growing gap with the emissions in real-world use. Second, manufacturers are only responsible for the performance of their cars under idealized circumstances, as measured during vehicle emission tests. Third, the economic and life-style aspects of owning and driving heavy and expensive cars are forces in the opposite direction. And last, the European Union has only limited systems in place for the monitoring and verification of the CO2 emissions of vehicles.
In this presentation, Norbert Ligterink (PhD), senior research scientist at TNO, guides you to understanding the complexity behind this broad and persistent problem.
The document summarizes ENGVA's response to the European Commission's Green Paper on energy security. It argues that the Green Paper raises questions that have already been answered in previous Commission reports, such as the need to reduce dependence on imported oil through alternative fuels like natural gas. The document calls for the Commission to take action on these existing recommendations by developing an action plan and strategy, and to provide more support for natural gas vehicles through policy leadership, regulatory actions, research funding, and balanced communications about alternative fuels.
Electric Vehicles - Reducing Ontario's Greenhouse Gas Emissions - A Plug'n Dr...Josh Tzventarny
This document analyzes five scenarios for electric vehicle adoption in Ontario and estimates the resulting greenhouse gas emission reductions and economic impacts. The most aggressive scenario, with a 100% annual increase in EV sales until 2020, could result in over 1.4 million EVs on the road by 2050 reducing emissions by 119 megatons and saving consumers $57 billion in fuel costs. Even more moderate growth scenarios show significant emissions reductions and savings, demonstrating that accelerating EV adoption is one of Ontario's best opportunities to meet its climate targets in a cost-effective way.
The document summarizes the current state of electrification in transportation and identifies challenges. It notes that while electrification will likely progress rapidly by 2030 due to regulations and policies, challenges remain around battery manufacturing capacity, recharging networks, and fully understanding the environmental impacts of EVs compared to improved internal combustion engines running on renewable fuels. EVs may also stress electric grids depending on how and when they are charged.
The document discusses a £35 million scheme to improve local air quality in 2-4 UK cities. The scheme will provide funding for cities to commit to supporting increased adoption of ultra-low emission vehicles (ULEVs) through measures like access to bus lanes, ULEV car clubs, infrastructure for residents, and parking policies. Winning cities will need to show ambition and innovation in their proposals to change fleets and policies to promote ULEVs. The goal is for selected cities to become international exemplars of increasing ULEV uptake and realizing air quality benefits.
The document discusses projections for transportation energy demand and carbon dioxide emissions in Asia according to the International Energy Agency's Energy Technology Perspectives 2008 report. Some key points:
1) Transportation energy demand in Asia is projected to increase about 8-fold between 2005-2050 according to the baseline scenario.
2) Meeting targets for reducing global CO2 emissions 50% by 2050 will require large reductions in vehicle fuel use and a shift to more efficient modes of transportation.
3) Improving new vehicle fuel economy 50% by 2030 through existing and emerging technologies is identified as the most important near-term option for reducing oil use and emissions from transportation.
Gas Bus Potential In The Uk And Europe John Baldwin Ngva 1Eggfuel
The document discusses the potential for biomethane as a vehicle fuel, particularly for buses, in the UK and Europe. Key points include:
1) Biomethane is a renewable natural gas produced from organic waste that can be injected into the gas grid or used as a vehicle fuel.
2) In Europe, there are many examples of cities running biomethane-fueled buses successfully, with environmental and efficiency benefits.
3) The UK currently has no natural gas buses, but the necessary infrastructure and vehicle technology exist to develop a thriving domestic biomethane-fueled bus industry.
This document provides information about low emission vans to help van operators reduce costs and emissions. It contains topic sheets on various low emission van technologies like battery electric, plug-in hybrid, LPG, CNG/biomethane, and biodiesel vans. The guide explains the business case for choosing a low emission van in terms of cost savings, improving air quality and the environment, and enhancing an organization's image. It provides factors to consider when selecting a van such as payload, size, mileage, fuel/technology options, local incentives, and dealer support.
The Role of Fuel Economy in Saving Resources, Dr. Lewis Fulton, NextSTEPS Pro...FIA Foundation
Strong fuel economy improvements will save drivers over $2 Trillion over the next 10 years, and much more in years after.
• Launching PEVs worldwide will initially have higher purchase costs, of a quite uncertain magnitude; $500B reflects very large volume sales and could be considered a high estimate.
• One can imagine a feebate system that generates a sustainable funding stream for the introduction of large numbers of PEVs and other low-carbon vehicles.
• Fuel economy could get us half way to a low carbon LDV system, but we will likely need PEVs to get the rest of the way, especially after 2030.
• PEVs are projected to become more cost-effective than fuel economy improvement after 2030 or 2035.
• Getting there will require building ZEV markets starting now…
The Role of Fuel Economy in Saving Resources
Dr. Lewis Fulton, NextSTEPS Program,
Institute of Transportation Studies
University of California, Davis
Read more: http://www.its.ucdavis.edu/blog-post/push-to-improve-vehicle-fuel-economy-key-near-term-strategy-to-reduce-global-co2-emissions/
Presented at the Global Fuel Economy Initiative ‘Accelerator Symposium’ on September 5th, ahead of the September 2014 UN Climate Summit.
The Symposium hosted by the French Government at the Ministry of Ecology Sustainable Development and Energy on 5th September, provided a forum for countries, experts, NGOs and the private sector to advance the agenda on fuel economy globally and prepare for the UN Secretary General Ban Ki-moon’s Climate Summit.
Government representatives from a wide range of countries working on fuel economy policies participated in the Symposium. Countries presenting at the Symposium included China, Georgia Kenya and Mauritius. There were more than 70 delegates attending the symposium from around the world with countries represented including Chile, Costa Rica, Hungary, Ivory Coast, Kosovo, Peru, Sri Lanka, St. Vincent and the Grenadines, the UAE, Uganda and Vietnam. Organisations included Transport & Environment, the FIA, ExxonMobil, Michelin, Renault, CEDARE, the OECD and the World Bank.
Read more: http://www.globalfueleconomy.org/updates/2014/Pages/GFEIAcceleratorbuildsmomentumforUNClimateSummit.aspx
Sustainable Mobility and Freight - OECD Environmental Performance Review of I...OECD Environment
Sustainable Mobility and Freight - OECD Environmental Performance Review of Ireland 2021 - Launch presentation by Jari KAUPPILA (ITF) given on 10 May 2021
The document discusses driving adoption of electric vehicles in Vermont by following Norway's successful example. It outlines Norway's ambitious goals to have 100% of new car sales be zero-emissions vehicles by 2025. Norway achieved this through comprehensive policies like incentives for electric vehicle purchases, funding for public electric transport, and operational incentives like free parking and charging. The document pitches similar policies for Vermont, including sustained incentive funding, a feebate program, expanding charging infrastructure, and increasing education and awareness of electric vehicles' advantages. The goal is to reduce electric vehicle costs compared to gas vehicles and require electric buses and school buses by 2025.
CALSTART Van Amburg Mobility 2030 8 18 09 FinalCALSTART
CALSTART's senior VP Bill Van Amburg presented at Mobility 2030: Transportation Technologies & Lifestyles of the Future, San Francisco, CA August 18, 2009
Similar to Reshaping BSOG for a Net-Zero World: LowCVP proposals for English BSOG reform in_a_net-zero_world _ proposals (20)
Optimizing Post Remediation Groundwater Performance with Enhanced Microbiolog...Joshua Orris
Results of geophysics and pneumatic injection pilot tests during 2003 – 2007 yielded significant positive results for injection delivery design and contaminant mass treatment, resulting in permanent shut-down of an existing groundwater Pump & Treat system.
Accessible source areas were subsequently removed (2011) by soil excavation and treated with the placement of Emulsified Vegetable Oil EVO and zero-valent iron ZVI to accelerate treatment of impacted groundwater in overburden and weathered fractured bedrock. Post pilot test and post remediation groundwater monitoring has included analyses of CVOCs, organic fatty acids, dissolved gases and QuantArray® -Chlor to quantify key microorganisms (e.g., Dehalococcoides, Dehalobacter, etc.) and functional genes (e.g., vinyl chloride reductase, methane monooxygenase, etc.) to assess potential for reductive dechlorination and aerobic cometabolism of CVOCs.
In 2022, the first commercial application of MetaArray™ was performed at the site. MetaArray™ utilizes statistical analysis, such as principal component analysis and multivariate analysis to provide evidence that reductive dechlorination is active or even that it is slowing. This creates actionable data allowing users to save money by making important site management decisions earlier.
The results of the MetaArray™ analysis’ support vector machine (SVM) identified groundwater monitoring wells with a 80% confidence that were characterized as either Limited for Reductive Decholorination or had a High Reductive Reduction Dechlorination potential. The results of MetaArray™ will be used to further optimize the site’s post remediation monitoring program for monitored natural attenuation.
Improving the viability of probiotics by encapsulation methods for developmen...Open Access Research Paper
The popularity of functional foods among scientists and common people has been increasing day by day. Awareness and modernization make the consumer think better regarding food and nutrition. Now a day’s individual knows very well about the relation between food consumption and disease prevalence. Humans have a diversity of microbes in the gut that together form the gut microflora. Probiotics are the health-promoting live microbial cells improve host health through gut and brain connection and fighting against harmful bacteria. Bifidobacterium and Lactobacillus are the two bacterial genera which are considered to be probiotic. These good bacteria are facing challenges of viability. There are so many factors such as sensitivity to heat, pH, acidity, osmotic effect, mechanical shear, chemical components, freezing and storage time as well which affects the viability of probiotics in the dairy food matrix as well as in the gut. Multiple efforts have been done in the past and ongoing in present for these beneficial microbial population stability until their destination in the gut. One of a useful technique known as microencapsulation makes the probiotic effective in the diversified conditions and maintain these microbe’s community to the optimum level for achieving targeted benefits. Dairy products are found to be an ideal vehicle for probiotic incorporation. It has been seen that the encapsulated microbial cells show higher viability than the free cells in different processing and storage conditions as well as against bile salts in the gut. They make the food functional when incorporated, without affecting the product sensory characteristics.
Evolving Lifecycles with High Resolution Site Characterization (HRSC) and 3-D...Joshua Orris
The incorporation of a 3DCSM and completion of HRSC provided a tool for enhanced, data-driven, decisions to support a change in remediation closure strategies. Currently, an approved pilot study has been obtained to shut-down the remediation systems (ISCO, P&T) and conduct a hydraulic study under non-pumping conditions. A separate micro-biological bench scale treatability study was competed that yielded positive results for an emerging innovative technology. As a result, a field pilot study has commenced with results expected in nine-twelve months. With the results of the hydraulic study, field pilot studies and an updated risk assessment leading site monitoring optimization cost lifecycle savings upwards of $15MM towards an alternatively evolved best available technology remediation closure strategy.
Microbial characterisation and identification, and potability of River Kuywa ...Open Access Research Paper
Water contamination is one of the major causes of water borne diseases worldwide. In Kenya, approximately 43% of people lack access to potable water due to human contamination. River Kuywa water is currently experiencing contamination due to human activities. Its water is widely used for domestic, agricultural, industrial and recreational purposes. This study aimed at characterizing bacteria and fungi in river Kuywa water. Water samples were randomly collected from four sites of the river: site A (Matisi), site B (Ngwelo), site C (Nzoia water pump) and site D (Chalicha), during the dry season (January-March 2018) and wet season (April-July 2018) and were transported to Maseno University Microbiology and plant pathology laboratory for analysis. The characterization and identification of bacteria and fungi were carried out using standard microbiological techniques. Nine bacterial genera and three fungi were identified from Kuywa river water. Clostridium spp., Staphylococcus spp., Enterobacter spp., Streptococcus spp., E. coli, Klebsiella spp., Shigella spp., Proteus spp. and Salmonella spp. Fungi were Fusarium oxysporum, Aspergillus flavus complex and Penicillium species. Wet season recorded highest bacterial and fungal counts (6.61-7.66 and 3.83-6.75cfu/ml) respectively. The results indicated that the river Kuywa water is polluted and therefore unsafe for human consumption before treatment. It is therefore recommended that the communities to ensure that they boil water especially for drinking.
Recycling and Disposal on SWM Raymond Einyu pptxRayLetai1
Increasing urbanization, rural–urban migration, rising standards of living, and rapid development associated with population growth have resulted in increased solid waste generation by industrial, domestic and other activities in Nairobi City. It has been noted in other contexts too that increasing population, changing consumption patterns, economic development, changing income, urbanization and industrialization all contribute to the increased generation of waste.
With the increasing urban population in Kenya, which is estimated to be growing at a rate higher than that of the country’s general population, waste generation and management is already a major challenge. The industrialization and urbanization process in the country, dominated by one major city – Nairobi, which has around four times the population of the next largest urban centre (Mombasa) – has witnessed an exponential increase in the generation of solid waste. It is projected that by 2030, about 50 per cent of the Kenyan population will be urban.
Aim:
A healthy, safe, secure and sustainable solid waste management system fit for a world – class city.
Improve and protect the public health of Nairobi residents and visitors.
Ecological health, diversity and productivity and maximize resource recovery through the participatory approach.
Goals:
Build awareness and capacity for source separation as essential components of sustainable waste management.
Build new environmentally sound infrastructure and systems for safe disposal of residual waste and replacing current dumpsites which should be commissioned.
Current solid waste management situation:
The status.
Solid waste generation rate is at 2240 tones / day
collection efficiently is at about 50%.
Actors i.e. city authorities, CBO’s , private firms and self-disposal
Current SWM Situation in Nairobi City:
Solid waste generation – collection – dumping
Good Practices:
• Separation – recycling – marketing.
• Open dumpsite dandora dump site through public education on source separation of waste, of which the situation can be reversed.
• Nairobi is one of the C40 cities in this respect , various actors in the solid waste management space have adopted a variety of technologies to reduce short lived climate pollutants including source separation , recycling , marketing of the recycled products.
• Through the network, it should expect to benefit from expertise of the different actors in the network in terms of applicable technologies and practices in reducing the short-lived climate pollutants.
Good practices:
Despite the dismal collection of solid waste in Nairobi city, there are practices and activities of informal actors (CBOs, CBO-SACCOs and yard shop operators) and other formal industrial actors on solid waste collection, recycling and waste reduction.
Practices and activities of these actor groups are viewed as innovations with the potential to change the way solid waste is handled.
CHALLENGES:
• Resource Allocation.
Presented by The Global Peatlands Assessment: Mapping, Policy, and Action at GLF Peatlands 2024 - The Global Peatlands Assessment: Mapping, Policy, and Action
Climate Change All over the World .pptxsairaanwer024
Climate change refers to significant and lasting changes in the average weather patterns over periods ranging from decades to millions of years. It encompasses both global warming driven by human emissions of greenhouse gases and the resulting large-scale shifts in weather patterns. While climate change is a natural phenomenon, human activities, particularly since the Industrial Revolution, have accelerated its pace and intensity
ENVIRONMENT~ Renewable Energy Sources and their future prospects.tiwarimanvi3129
This presentation is for us to know that how our Environment need Attention for protection of our natural resources which are depleted day by day that's why we need to take time and shift our attention to renewable energy sources instead of non-renewable sources which are better and Eco-friendly for our environment. these renewable energy sources are so helpful for our planet and for every living organism which depends on environment.
Kinetic studies on malachite green dye adsorption from aqueous solutions by A...Open Access Research Paper
Water polluted by dyestuffs compounds is a global threat to health and the environment; accordingly, we prepared a green novel sorbent chemical and Physical system from an algae, chitosan and chitosan nanoparticle and impregnated with algae with chitosan nanocomposite for the sorption of Malachite green dye from water. The algae with chitosan nanocomposite by a simple method and used as a recyclable and effective adsorbent for the removal of malachite green dye from aqueous solutions. Algae, chitosan, chitosan nanoparticle and algae with chitosan nanocomposite were characterized using different physicochemical methods. The functional groups and chemical compounds found in algae, chitosan, chitosan algae, chitosan nanoparticle, and chitosan nanoparticle with algae were identified using FTIR, SEM, and TGADTA/DTG techniques. The optimal adsorption conditions, different dosages, pH and Temperature the amount of algae with chitosan nanocomposite were determined. At optimized conditions and the batch equilibrium studies more than 99% of the dye was removed. The adsorption process data matched well kinetics showed that the reaction order for dye varied with pseudo-first order and pseudo-second order. Furthermore, the maximum adsorption capacity of the algae with chitosan nanocomposite toward malachite green dye reached as high as 15.5mg/g, respectively. Finally, multiple times reusing of algae with chitosan nanocomposite and removing dye from a real wastewater has made it a promising and attractive option for further practical applications.
Improving the Management of Peatlands and the Capacities of Stakeholders in I...
Reshaping BSOG for a Net-Zero World: LowCVP proposals for English BSOG reform in_a_net-zero_world _ proposals
1. Connect | Collaborate | Influence
Reshaping BSOG for a Net-Zero World
Daniel Hayes
18th June 2019
Institution for Mechanical Engineers, London
Project Manager
2. Contents
1. BSOG Reform Context
2. UK Zero Emission Bus fleet target (?)
3. BSOG LCEB incentive reform
4. Driving demand for biofuels
5. BSOG base incentive reform to £/km
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
3. BSOG Workshop Context
LowCVP proposals on BSOG:
• Focusing on English Bus market only (not incl. London)
• Proposals to update BSOG LCEB, support for biofuels and switching to £/km basis
Context
• Declining Bus Patronage & 25 % decline in annual new bus registrations (retrofitting instead?)
• RTZ Strategy sets 2040 target for all new cars/vans to be zero emission
• When can the English/UK Bus market achieve 100% Zero Emission Fleet?
• Changes to BSOG now will affect procurement over next 10-20 years
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
4. Proposals
1. Update BSOG LCEB incentive; increase support for ZE technologies, decrease
incentive for efficient diesels (ASAP)
2. Drive biofuel uptake by decreasing support for diesel through Base BSOG rate
3. Shift to £/km incentive by slow transition away from diesel over next 30 years
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
5. RtZ objective: How to flip market to ZE?
➢ Continue to provide capital support for ZE vehicles and supporting infrastructure
(ULEB Scheme)
➢ Increase BSOG support for ZE technologies vs diesel
➢Provide infrastructure funding to local authorities that can be used to support bus
➢ Maintaining current support is crucial to help combat decline in bus
➢Set a date for all new buses to be Zero Emission?
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
6. 17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
How soon can UK achieve 100% ZE Bus Fleet?
0
2000
4000
6000
8000
10000
12000
14000
16000
2020 2025 2030 2035 2040 2045 2050
No.ZeroEmissionBuses
Examples of Zero Emission Bus Targets
London
Wales
Brighton & H Buses
Netherlands
California
Copenhagen
UK - Current Rate
California - 12,000 by 2040
London - 8,000 by 2037
Netherlands - 5,100 by 2030
Current UK rate of 100 ZE buses / year =
3,500 by 2050
Brighton - 250 by 2030
Wales - 1900 by 2028
7. Start Date Target Year Starting no. ZE buses Fully ZE bus fleet
No. of new
ZE Buses/Year
No.
Transition
Years
London 2025 2037 500 8000 577 13
Wales 2020 2028 0 1900 211 9
Brighton & Hove Buses 2023 2030 0 250 31 8
Netherlands 2025 2030 0 5100 850 6
California 2029 2040 1000 14000 1083 12
Copenhagen 2019 2025 41 273 39 6
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
How soon can UK achieve 100% ZE Bus Fleet?
England/ UK? ? ? ? 40,000 ? ?
8. How soon can UK achieve 100% ZE Bus Fleet?
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
UITP EU Urban Bus estimate:
2020: 24.2% new sales are ZE
2025: 40.1% new sales are ZE
2030: 57.7% new sales are ZE
UITP Source
9. UK ZE Fleet by 2040? 2045? Or 2050?
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
2020 2025 2030 2035 2040 2045 2050
No.ZEBuses
UK - Current Rate
UK - Gradual Rate
UK -2040 @ 15 year (Match
California)
UK - 2045 @ 15 year life
UK - 2050 @15 yr life
UK - 2050 @20 yr life
10. All new buses in UK are Zero Emission in…..?
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
ZE Fleet by what date? Start Date Target Year
Starting no. ZE
buses
No. ZE buses in
2050
New Bus /
Year
No. Transition
Years
UK - Current Rate 2020 2050 500 3000 100 30
UK - Gradual uptake 2020 2050 500 40000 1317 30
UK - 2040 @ 15 year life
(Match California)
2025 2040 800 40000 2613 15
UK - 2045 @15 yr life 2030 2045 1500 40000 2567 15
UK - 2050 @15 yr life 2035 2050 2000 40000 2533 15
UK - 2050 @ 20 yr life 2030 2050 2000 40000 1900 20
Note: UK New Bus Market = 2,000 - 2,500 new buses per year
11. Where are we now? Updating BSOG LCEB
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
(£14,000)
(£12,000)
(£10,000)
(£8,000)
(£6,000)
(£4,000)
(£2,000)
£0
Euro VI Diesel DD Battery Electric DD Plug in Hybrid DD Full Parallel Hybrid DD Efficient Diesel DD Biomethane DD Hydrogen DD
Annual BSOG payments by vehicle technology: Base BSOG + BSOG LCEB rate (40,000 miles annually)
LCEB BSOG
Base BSOG
• Efficient diesels most attractive in terms of BSOG payments
• Zero emission technologies receive least financial support
• Operators need price parity on cost of fuel to start transition to more sustainable fuels/technologies – BSOG
has key role to play
12. Efficient Diesels are now standard for majority
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
Diesel, 18750,
85%
Efficient
Diesel, 1900,
9%
Diesel Hybrid
excl London,
900, 4%
Biomethane ,
225, 1%
Battery
Electric, 134,
1%
Hydrogen , 0,
0%
English Bus Fleet Technology Mix in 2019
Diesel, 15300,
70%
Efficient Diesel,
5000, 23%
Diesel Hybrid
excl London,
800, 4%
Biomethane ,
450, 2%
Battery
Electric, 350,
1%
Hydrogen , 45,
0%
English Bus Fleet Technology Mix in 2021
• Majority of new bus registrations are now efficient diesels with LCEB/LEB certification
• Clean Air Zones will drive push for Euro VI diesel in short term (as least expensive option)
• LCEB structure is perpetuating diesel powertrain + no current time bounding on LCEB support
13. Efficient Diesels will impact BSOG budget
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
Diesel,
£150,264,122.63
, 82%
Diesel Hybrid
excl London,
£10,647,077.89 ,
6%
Efficient Diesel,
£20,954,487.98 ,
11%
Biomethane ,
£2,015,420.40 ,
1%
Battery Electric,
£511,344.00 ,
0%
Hydrogen , £- ,
0%
Estimated budget split of BSOG in 2019
• Assuming same size bus fleet and total mileage performed… existing LCEB incentive results in increasing
BSOG budget
• Efficient diesel support increase from c£21m in 2019, to c£55m in 2021
• Total BSOG budget increases by around 4.5% by 2021, with no shift change in ZE technologies
Diesel,
£122,615,524.06 ,
64%
Diesel Hybrid excl
London,
£9,464,069.23 , 5%
Efficient Diesel,
£55,143,389.43 ,
28%
Biomethane ,
£4,030,840.80 , 2%
Battery Electric,
£1,335,600.00 , 1%
Hydrogen ,
£171,720.00 , 0%
Estimated Split of BSOG in 2021 with current LCEB incentives
14. Proposal 1: Update BSOG LCEB Incentive
Update BSOG LCEB Incentive to improve case for more ZE miles and greater GHG savings
Timeframe: As soon as possible - 2021 ?
Summary:
• Remove support for LCEBs / models with no LEB certificate
• Increase support for ULEB, Zero Emission Capable ULEB and Effective Zero Emission Bus
• Decrease support for LEBs
• Time limit support to 5 years
• Adjust incentives over time to align with Road-to-Zero Ambition
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
15. Scottish BSOG ‘LCV’ incentives
ELIGIBILITY THRESHOLD
BAND * RATE LEB CERTIFICATION ULEB CERTIFICATION Technologies
A Low Emission
Bus
5 pence/km 15%-35% saving vs Euro V 15%-29% saving vs Euro VI Efficient Diesels
B
Ultra Low
Emission Bus
(ULEB)
10 pence
/km
36%+ saving vs Euro V 30%+ saving vs Euro VI
Diesel-Hybrids,
Biomethane
Zero Emission
Capable ULEB
15 pence/km
36%+ saving vs Euro V
& 2.5km zero emission
range with geo fence
capability
30%+ saving vs Euro VI
& 2.5km zero emission
range with geo fence
capability
Diesel-Hybrids with
2.5km ZE range
C Effectively Zero
Emission Bus
(EZEB)
30 pence/km
36%+ saving vs Euro V
& 50km zero emission
range
30%+ saving vs Euro VI
& 50km zero emission
range
Hydrogen, Battery
Electric
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
16. Scottish BSOG ‘LCV’ incentives
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• Incentives are limited to 5 years since first registration of vehicle
• Incentives are reviewed every 3 years
•Biomethane buses to receive 10p/km
• Budget remains constant c£51m
• Decrease in support for efficient diesels used to increase support for ULEB and ZE buses
17. Comparison BSOG ‘LCV’ incentives
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
English BSOG
(£/km)
Scottish BSOG
(£/km)
% Change
Change over
100,000kms annually
Change over 5 years,
100,000kms annual
Fleet of 25 buses
Fleet of 1,000
buses
LEB £ 0.06 £ 0.05 -17%
-£
1,000.00
-£
5,000.00
-£
125,000.00
-£
5,000,000.00
ULEB £ 0.06 £ 0.10 67%
£
4,000.00
£
20,000.00
£
500,000.00
£
20,000,000.00
ULEB + 2.5
km range
£ 0.06 £ 0.15 150%
£
9,000.00
£
45,000.00
£
1,125,000.00
£
45,000,000.00
ULEB + 50km
range
£ 0.06 £ 0.30 400%
£
24,000.00
£
120,000.00
£
3,000,000.00
£
120,000,000.00
• Operators with large fleets of efficient diesels will lose out
• 10-15% Fuel efficiency of efficient diesels mean they pay for themselves over 5 years
• Dramatically increases attraction for ZE vehicles
18. Impact on Efficient Diesels (LEBs)
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
-2.8%
-3.4%
-4.0%
-4.6%
-5.2%
-5.9%
-7.0%
-6.0%
-5.0%
-4.0%
-3.0%
-2.0%
-1.0%
0.0%
5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
Costdifferencebetweencurrentandnew
BSOGLCEBincentives(%)
Miles per Gallon
Impact of Scottish BSOG incentive on Effecient Diesel at varying MPGs
• 17% reduction in base rate of BSOG LCEB support (6p/km – 5p/km)
• Efficient diesels will become 3-6% more expensive to run
• Routes with higher MPGs (higher speed / less congested) will lose out more
19. 17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
Impact on Diesel Hybrids (ULEBs)
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
CostdifferencebetweencurrentandnewBSOG
LCEBincentives(%)
Miles Per Gallon
Impact of Scottish BSOG incentive on cost of Diesel Hybrid at varying MPGs
• 67% increase in base rate of BSOG LCEB support (6p/km – 10p/km)
• Diesel Hybrids will become 10 – 20% more affordable to operate
• Routes with higher MPGs (higher speed / less congested) will benefit the most
20. Impact on Biomethane Buses (ULEBs)
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• LowCVP have agreed to class buses running on 100% biomethane are ULEB for BSOG purposes, but still do not
qualify for capital grant funding
• 67% increase in base rate of BSOG LCEB support (6p/km – 10p/km)
• Biomethane buses will become 15 – 27% more affordable to operate
• Routes with lowest fuel consumption (higher speed / less congested) will benefit the most
0%
5%
10%
15%
20%
25%
30%
60 55 50 45 40 35
Costdifferencebetweencurrentandnew
BSOGLCEBincentives(%)
Fuel Consumption (kg/100km)
Impact of Scottish BSOG incentive on Biomethane at varying fuel consumption (kg/100km)
Purchase through Green Gas
Certificate
Purchase via RTFO approved
21. Impact on Diesel Hybrids + 2.5km ZE Range
(ZEC ULEBs)
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• 150 % increase in base rate of BSOG LCEB support (6p/km – 15p/km)
• Diesel Hybrids + 2.5 ZE range will become 23 – 48% more affordable to operate under new rates
• Routes with higher MPGs (higher speed / less congested) will benefit the most
0.0%
5.0%
10.0%
15.0%
20.0%
25.0%
30.0%
35.0%
40.0%
45.0%
50.0%
5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
CostdifferencebetweencurrentandnewBSOG
LCEBincentives(%)
Miles per Gallon
Impact of Scottish BSOG incentive on cost of Extended Range Diesel Hybrid at varying
MPGs
22. Impact on Electric Buses (Effectively ZEB)
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• 400 % increase in base rate of BSOG LCEB support (6p/km – 30p/km)
• EVs will be 61 – 632% more affordable to operate under new rates
• Routes with lower fuel consumptions (higher speed / less congested) will benefit the most
0%
100%
200%
300%
400%
500%
600%
700%
0.5 1 1.5 2 2.5 3
CostdifferencebetweencurrentandnewBSOG
LCEBincentives(%)
Energy Consumption (kWh/km)
Impact of Scottish BSOG incentive on Battery Electric Bus at varying energy consumptions (kg/100km)
Battery Electric - No Battery Replacement
Battery Electric - 80k Battery Replacement
23. Impact on Hydrogen Buses (Effectively ZEB)
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• 400 % increase in base rate of BSOG LCEB support (6p/km – 30p/km)
• Hydrogen will be 35 – 63% more affordable to operate under new rates
• Routes with lower fuel consumptions (higher speed / less congested) will benefit the most
0%
10%
20%
30%
40%
50%
60%
70%
6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11
Costdifferencebetweencurrentandnew
BSOGLCEBincentives(%)
Fuel Consumption (kg/100km)
Impact of Scottish BSOG incentive on Hydrogen at varying fuel consumption (kg/100km)
24. Scottish LCV incentives impact on BSOG budget
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• Assume same size bus fleet and total mileage performed… If DfT adopted Scottish LCV incentives, there
would be a reduced impact on current BSOG budget (but still an increase)
• Total BSOG budget increases by 2.8% by 2021, but ZE technologies now very attractive
• Efficient diesel support increase by c£21m is offset by decrease in base diesel fuel consumption by -£28m
Diesel,
£150,264,122.63
, 82%
Diesel Hybrid
excl London,
£10,647,077.89 ,
6%
Efficient Diesel,
£20,954,487.98 ,
11%
Biomethane ,
£2,015,420.40 ,
1%
Battery Electric,
£511,344.00 ,
0%
Hydrogen , £- ,
0%
Estimated budget split of BSOG in 2019
Diesel,
£122,615,524.06 ,
65%
Diesel Hybrid excl
London,
£12,135,269.23 ,
6%
Efficient Diesel,
£42,105,389.43 ,
22%
Biomethane ,
£5,175,640.80 ,
3%
Battery Electric,
£6,678,000.00 ,
4% Hydrogen ,
£858,600.00 , 0%
Estimated Split of BSOG in 2021 with Scottish LCV
incentives
25. New incentives will not be sustainable forever
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040
Proposed reduction in incentives 2020-2040
Low Emission Bus Ultra Low Emission Bus Zero Emission Capable ULEB Effective Zero Emission Bus
2021-25 2026-2030 2031-2035 2035-2040
LEB (£/km) 0.05 0 0 0
ULEB
(£/km)
0.1 0.05 0 0
ZEC ULEB
(£/km)
0.15 0.15 0.1 0
EZEB (£/km) 0.3 0.25 0.2 0.1
26. Proposal 2a & 2b: Biofuel uptake
Drive demand for biofuel uptake by reducing Base BSOG rate for fossil fuels
Timeframe: 2025 onwards
Summary:
• Incrementally decrease support for fossil diesel & gas over time
• Maintain current rate of Base BSOG support for biofuels
• Biofuels become more attractive over time compared to fossil
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
27. Proposal 2a: Drive uptake of biofuels - gradual
Fuel Incentive
Diesel 34.57p / litre
Biodiesel /
HVO
34.57p / litre
Natural Gas 34.57p / kg
Biomethane 34.57p / kg
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
2019
• Slowly decrease support for diesel from 2025
• 7% year on year decrease, ends in 2038
• Keep support for biofuels constant
£-
£0.050
£0.100
£0.150
£0.200
£0.250
£0.300
£0.350
£0.400
2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
£/litreor£/kg
Axis Title
Decrease in BSOG support for fossil fuels, ending in 2038
Diesel (£/litre) Biodiesel / HVO (£/litre)
Natural Gas used as road fuel (£/kg) Biomethane (£/kg)
28. Proposal 2b: Drive uptake of biofuels - stepped
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0.4
2021 2023 2025 2027 2029 2031 2033 2035 2037 2039
£/litreor£/kg
Steppred Decrease in support for fossil fuels
Diesel (£/litre) Biodiesel / HVO (£/litre) Natural Gas used as road fuel (£/kg) Biomethane (£/kg)
• Stepped decrease in support for fossil fuels – 25% every 5 years
• Diesel support ends in 2040
• Keep support for biofuels constant
29. Proposal 3: Switching Base BSOG to £/km
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
Shift to BSOG support system based on vkms travelled rather than fuel consumed @ 15.8 p/km rate .
Timeframe: 2030 onwards
Summary
➢ £/km support will drive operators to adopt most fuel efficient technologies
➢ £/km will encourage city centre operators to increase number of vehicles / frequency of service
➢ Incentive will reduce support for city centre services
➢ Will increase support for rural services
➢Continue to support dead mileage (with limitation based on current % vs live mileage)
➢ Aligns with LCEB incentive and future mechanisms such as road user charging
30. Proposal 3: £/km incentive – Scottish Experience
2009: High kilometres per capita compared with England – 20% higher spend – unsustainable BSOG spend
exceeding budget.
April 2010: Transport Scotland take over BSOG from DfT for Scottish services, BSOG rate was reduced from
41.21 – 37.5p/litre diesel (-9%)
2011: Scottish Green Bus Fund Introduced, fuel saving technologies much more likely to benefit urban
operators
April 2012: Switch from 37.5p/litre diesel to 14.6p/km, dead mileage payments removed
➢ 10% of new Bus Investment Fund was allocated to parachute payments to support operators who lost
funding under new changes. Still some significant losses for urban operators, especially those with high % of
dead mileage – circa 20%.
➢ Bus Stakeholder Group formed to look at all future changes across bus (CPT, major bus operators and TS)
➢ Base BSOG rate has been reduced to 14.1p/km, then to 10.1p/km currently (static budget not linked to
inflation)
➢ vkms have increase 2% over last 5 years, passenger journeys have fallen 8%
16 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
31. Proposal 3: Impact on Diesels
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
-£40,000.00
-£30,000.00
-£20,000.00
-£10,000.00
£-
£10,000.00
£20,000.00
£30,000.00
£40,000.00
4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
DifferenceinBaseBSOGreceivedover5
years
Miles per Gallon
Diesel buses: Difference in annual Base BSOG support from shift to £/km incentive, with varying MPGs, over 5 year period
• Average equivalent Base BSOG rate of 15.8 p/km
• Routes with MPGs of 6.1 or below will receive less Base BSOG support, city centre services
• Routes with MPGs of 6.2 or higher will receive more Base BSOG support, favouring rural services
• Incentive favours adoption of hybrids/efficient diesels, therefore fuel savings
32. Proposal 3: Impact on Biomethane Buses
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
• Average equivalent Base BSOG rate of 15.8 p/km
• All Biomethane buses would benefit compared to current Base BSOG Support
£-
£5,000.00
£10,000.00
£15,000.00
£20,000.00
£25,000.00
£30,000.00
£35,000.00
£40,000.00
£45,000.00
£50,000.00
60 55 50 45 40 35
DifferenceinBaseBSOGreceivedover5
years
Fuel Consumption (kg/100km)
Impact of shift to £/km incentive on biomethane buses with varying fuel consumptions, over 5 years, excluding LCEB
support
33. Proposal 3: Full Audit of all operators required
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
0
100
200
300
400
500
600
700
800
900
2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18
Commercial Vkms travelled, Metropolitan Area vs
Non-Met Areas in England
English metropolitan areas English non-metropolitan areas
0
20
40
60
80
100
120
140
160
180
200
2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18
Vkms supported by local authority in England
English metropolitan areas English non-metropolitan areas
• More vkms already performed by commercial operators in non-metropolitan areas
• Significant decrease in subsidized routes outside of metropolitan areas
•A full audit of all operators prior to change to £/km would be required to ensure desired outcome is
achieved and identify winners & losers
34. Suggested timeline for BSOG Reform in England
2021 (latest) – LCEB incentive updated to support ZE and renewable fuels
2021 – 2030: Continue vehicle and infrastructure grant schemes
2025
➢ Reduce support for diesel vs biofuels
➢ Review incentive rates for LEB/ULEB/ZEB
2035
➢ All new buses registered must be zero emission – (15 years for replacement of entire bus market
to zero emission by 2050)
2035/2040
➢ BSOG Support for diesels withdrawn
2050
➢Fully Zero Emission Bus Fleet
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP
35. Next Steps
➢ Formal Feedback on 3 proposals + model (Friday 28th June)
➢ Review model to ensure accuracy with current financial variables
➢ Share formal paper with proposals written up (Monday 8th July)
➢ Host workshop/meeting if required – Late July/Early August
➢ Submit final recommendations to DfT by end of August
17 June 2019 THE LOW CARBON VEHICLE PARTNERSHIP