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The concept of hydrogen internal combustion engine vehicles (ICEVs) is not new, but has gained renewed interest lately, especially for heavy-duty trucks. Different from hydrogen fuel cell electric vehicles (FCEVs), which represent a novel zero-emission technology, hydrogen engines are modified conventional engines running on hydrogen fuel instead of gasoline or diesel. This study presents a comparative review of hydrogen engines and fuel cells, based on existing reports and discussions with industry. We consider aspects such as vehicle efficiency, greenhouse gas (GHG) and criteria pollutant emissions, hydrogen fuel purity, vehicle attributes, vehicle acquisition costs, total costs of ownership, and new policies. We find that hydrogen ICEVs offer some advantages and disadvantages: advantages include lower production cost and potentially greater reliability; disadvantages include potentially overall lower efficiency (and thus higher fuel cost) and lack of zero-vehicle-emission operation. While the technologies could be complementary (e.g., hydrogen ICEVs serving as a transition technology toward FCEVs), they also may compete, with success for hydrogen ICEVs resulting in setbacks for FCEV market success.

The data movement in large-scale computing facilities (from compute nodes to data nodes) is categorized as one of the major contributors to high cost and energy utilization. To tackle it, in-storage processing (ISP) within storage devices, such as Solid-State Drives (SSDs), has been explored actively. The introduction of computational storage drives (CSDs) enabled ISP within the same form factor as regular SSDs and made it easy to replace SSDs within traditional compute nodes. With CSDs, host systems can offload various operations such as search, filter, and count. However, commercialized CSDs have different hardware resources and performance characteristics. Thus, it requires careful consideration of hardware, performance, and workload characteristics for building a CSD-based storage system within a compute node. Therefore, storage architects are hesitant to build a storage system based on CSDs as there are no tools to determine the benefits of CSD-based compute nodes to meet the performance requirements compared to traditional nodes based on SSDs. In this work, we proposed an analytical model-based storage capacity planner called CsdPlan for system architects to build performance-effective CSD-based compute nodes. Our model takes into account the performance characteristics of the host system, targeted workloads, and hardware and performance characteristics of CSDs to be deployed and provides optimal configuration based on the number of CSDs for a compute node. Furthermore, CsdPlan estimates and reduces the total cost of ownership (TCO) for building a CSD-based compute node. To evaluate the efficacy of CsdPlan, we selected two commercially available CSDs and four representative big data analysis workloads. [ABSTRACT FROM AUTHOR]

This paper presents a comprehensive review of scientific papers and market reports analyzing the economic competitiveness of fuel cell electric buses (FCEBs) with respect to their conventional alternatives via the total cost of ownership (TCO) methodology. We discussed the variables and data taken into account and compared the resulting outcomes by year and geographical areas. It emerged that FCBs are not currently cost competitive. The decreasing trend in acquisition and fuel costs, however, indicates potential for future competitiveness. We find that the current TCO literature on FCEBs presents several areas of uncertainty and weakness. Potential improvements can be achieved by: (i) extending the geographic coverage to Asian and African developing countries; (ii) making use of real-world data instead of simulated data, in particular, concerning acquisition costs, hydrogen costs under different pathways, fuel efficiency, and maintenance costs; (iii) clarifying the role of infrastructural costs; (iv) exploring the existence of economies of scale at fleet level; (v) distinguishing among different bus sizes. [ABSTRACT FROM AUTHOR]

Fighting climate change has become a major task worldwide. One of the key energy sectors to emit greenhouse gases is transportation. Therefore, long term strategies all over the world have been set up to reduce on-road combustion emissions. In this context, the road freight sector faces significant challenges in decarbonization, driven by its limited availability of low-emission fuels and commercialized zero-emission vehicles compared with its high energy demand. In this work, we develop the Mobility and Energy Transportation Analysis (META) Model, a python-based optimization model to quantify the impact of transportation projected policies on freight transport by projecting conventional and alternative fuel technologies market acceptance as well as greenhouse gas (GHG) emissions. Along with introducing e-fuels as an alternative refueling option for conventional vehicles, META investigates the market opportunities of Mobile Carbon Capture (MCC) until 2050. To accurately assess this technology, a techno-economic analysis is essential to compare MCC abatement cost to alternative decarbonization technologies such as electric trucks. The novelty of this work comes from the detailed cost categories taken into consideration in the analysis, including intangible costs associated with heavy-duty technologies, such as recharging/refueling time, cargo capacity limitations, and consumer acceptance towards emerging technologies across different regions. Based on the study results, the competitive total cost of ownership (TCO) and marginal abatement cost (MAC) values of MCC make it an economically promising alternative option to decarbonize the freight transport sector. Both in the KSA and EU, MCC options could reach greater than 50% market shares of all ICE vehicle sales, equivalent to a combined 35% of all new sales shares by 2035. [ABSTRACT FROM AUTHOR]

Overcoming the use of conventional internal combustion engines for future transportation is mandatory to achieve sustainability. In this regard, hybrid electric vehicles comprising hydrogen fuel cells with Li-ion battery storage are gaining more attention. The paper proposes a robust approach for economic power-sharing between these sources. A predictive speed control strategy is realized to improve the vehicle's overall operation compared to conventional proportional–integral–derivative controller and tested for various standardized driving cycles. Additionally, a comprehensive techno-economic analysis using total cost of ownership is performed. Results suggest that hybrid vehicles with fuel cells and batteries are more economical with costs($) of 5. 81 e 04 , 2. 17 e 04 , and 2. 04 e 05 , for transient, modal, and manual driving cycles, respectively compared with internal combustion engines and batteries having 6. 23 e 04 , 3. 21 e 04 , and 2. 54 e 05. Furthermore, for evaluating the performance of the proposed predictive controller in terms of error minimization, various performance indices are obtained, compared, and tested using a hardware-in-loop platform. • Predictive control-based optimal power management approach. • Economic benefits through hydrogen fuel cells (HFCs) as an auxiliary energy source. • The controller's performance investigation through performance indices (PIs). • Validation using simulation and Hardware-in-loop results. • Techno-economic analysis for full lifetime use of the HEV. [ABSTRACT FROM AUTHOR]

This study addresses cost-optimal sizing and energy management of a grid-integrated solar photovoltaic, wind turbine hybrid renewable energy system integrated with electrolyzer and hydrogen storage tank to simultaneously meet electricity and hydrogen demands considering the case study of Dijon, France. Mixed Integer Linear Programming optimization problem is formulated to evaluate two objective case scenarios: single objective and multi-objective, minimizing total annual costs and grid carbon emission footprint. The study incorporates various technical, economic, and environmental indicators focusing on the impact of sensitivity lying on various grid electricity purchase rates within the French electricity market prices. The results highlight that rising grid prices drive increased integration of renewable sources, while lower prices favor ultimate grid dependency. Constant hydrogen demand necessitates the installation of two electrolyzers. Notably, grid electricity prices above 60 €/MWh, result increase in the size of the hydrogen tank and electrolyzer operation to prevent renewable energy losses. Grid prices above 140 €/MWh depict 70% of electrical and 80% of electrolyzer demand provided by the renewable generation resulting in a carbon emission below 0.0416 Mt of CO 2 and 0.643 kgCO 2 /kgH 2. Conversely, grid prices below 20 €/MWh lead ultimately to 100% grid dependency with a higher carbon emission of approximately 0.14 Mt of CO 2 and 4.13 kgCO 2 /kgH 2 reducing the total annual cost to 41.63 Million €. Increase in grid prices from 20€/MWh to 180 €/MWh resulted in increase of hydrogen specific costs from 1.23 to 3.58 €/kgH 2. Finally, the Pareto front diagram is employed to illustrate the trade-off between total annual cost and carbon emission due to grid imports, aiding in informed decision-making. [Display omitted] • Sizing and energy management for the production of decarbonized H 2 for urban public transportation. • Maximization of renewable share for H 2 production and electric demand. • Sensitivity analysis of the grid electricity price on sizing and total annual cost of ownership. • MILP optimization formulation and low computing effort resolution. • Multi-objective resolution with total costs and CO 2 emissions. [ABSTRACT FROM AUTHOR]

The adoption of new energy vehicles (NEVs) is an effective strategy for pollution reduction, especially for high-emitting commercial vehicles. This paper systematically reviews the promotion policies and development status of zero-emission commercial vehicles (ZECVs) in China, with a focus on diverse application scenarios. Comprehensive policies, including subsidies, right-of-way, infrastructure development, and environmental protection incentives, have significantly advanced NEV adoption, as demonstrated by Shenzhen's full electrification of buses and the extensive deployment of zero-emission trucks. Despite the overall slow development of ZECVs, regions in southern China and developed areas exhibit better progress. Medium and large passenger vehicles (MLPVs) have achieved a zero-emission rate of around 40%, contrasting with the significantly lower rates of 1.52% for mini and light trucks (MLTs) and 0.44% for medium and heavy trucks (MHTs). Electrification promotion varies significantly in different application scenarios, with buses leading at over 90% zero-emission rates, followed by the airport (24%) and port (16%) vehicles. The electrification of sanitation, logistics, and key industry transport, through lagging, is enhanced by targeted policies and local industry. Buses are designated as the highest priority (Level 1) for electrification transition while intercity logistics and vehicles in key industries are categorized as the lowest priority (Level 4). In addition, policy recommendations, including tailored strategies for ZECV promotion and emission reductions in traditional commercial vehicles, are put forward to provide guidance and reference for setting future zero-emission promotion goals and policy direction for commercial vehicles in subdivided application scenarios. [ABSTRACT FROM AUTHOR]

The transportation sector is undergoing a transformative shift, driven by advancements like autonomous and electric vehicle technologies. In this research, we investigate employment, carbon emissions, and total cost of ownership of autonomy and electrification in the US trucking industry. We utilize life cycle assessment and multi‐regional input‐output modeling to develop a comprehensive life cycle sustainability assessment approach. According to the results, while enhanced fuel economy due to autonomous systems can lead up to a 18% and 41% reduction in emissions and costs, electrification of diesel trucks shows remarkable potential, achieving up to a 40% decline in emissions and a 12% saving in life cycle costs. Autonomy and electrification combined could lead to a 50% decrease in emissions and 46% savings in life cycle costs. On the other hand, autonomy, while enhancing fuel efficiency and reducing costs, causes job losses due to improved efficiency and the elimination of driver positions. Introducing autonomy to diesel trucks results in a 27% decrease in jobs within the US trucking sector, attributed to improved fuel efficiency and subsequent job losses. Transition to autonomy and electrification requires a deliberate balance between environmental, social, and economic aspects. Managerial strategies should consider the use of the proposed composite indicators when setting emission reduction, cost cutting, and managing employment implications. Flexible re‐skilling and training programs should be developed to adapt to the changing skill requirements due to electrification and automation. [ABSTRACT FROM AUTHOR]

The global coal market experienced three turbulent years, with a sharp decline in demand during the Covid-19 pandemic, followed by a rebound in demand post-Covid and after Russia's invasion of Ukraine. In 2022, global coal demand reached an all-time high of 8,415 million metric tons, driven by growth in China and India, and continued to rise slightly by 1.4% to 8,536 Mt in 2023. The downward trend in coal prices poses challenges for mining companies, including PT Berau Coal Site Binungan Mine Operation (BMO). This study aims to address the frequent breakdowns of the CR12 crusher at BMO, which result in increased maintenance costs, production downtime, and reduced overall efficiency. Using Total Cost of Ownership (TCO) calculations and the Discounted Cash Flow (DCF) method, the Net Present Value (NPV) of several secondary crusher brands--Joy (existing), MMD, and Shumar--were compared. Results show that Joy has an NPV of -$5,822,030, MMD has an NPV of -$4,527,456, and Shumar has an NPV of -$2,559,450. The negative NPV indicates total costs, where a smaller NPV is preferable. Incremental calculations show that MMD has an NPV of $1,294,575, and Shumar has an NPV of $3,262,581. Based on this analysis, Shumar was selected as the replacement for the CR12 crusher due to its low NPV and cost efficiency. [ABSTRACT FROM AUTHOR]

With the development of network infrastructure, a large volume of data will be exchanged with increased bandwidth. Many applications are connecting people to the rest of the world through the public network. Thus, privacy and security have become a concern. Under this circumstance, it becomes a trend that the enterprises tend to host their data and services on private clouds dedicated to their own use, rather than the public cloud services. However, in contrary to the well-investigated total cost of ownership (TCO) for public clouds, the analytic research on the cost of purchase and operation for private clouds is still a blank. In this work, we first review the state-of-the-art TCO literature to summarize the models, tools, and cost optimization techniques for public clouds. Based on our survey, we envision the TCO modeling and optimization for private clouds by comparing the differences of features between public and private clouds. Finally, we propose a heuristic algorithm, conflict-aware first-fit to optimize the total cost of ownership of private cloud by minimizing the number of racks when deploying servers. [ABSTRACT FROM AUTHOR]

Fuel supplies for conventional vehicles are vulnerable to scarcity, which could ultimately lead to an increase in fuel prices. There has been a realization regarding national energy security as a result of these high gasoline costs, which further increase the overall cost of ownership. Additionally, the emissions from burning conventional fuels make consideration of the already pressing environmental issues necessary. On the other hand, because they have low running costs and no tailpipe emissions, electric vehicles are being considered as a viable alternative to conventional automobiles. But when a vehicle's whole life cycle is taken into account, the common-sense belief that electric vehicles are cheaper and emit no emissions may be misleading. Therefore, it is necessary to consider both the economic and environmental elements of whether electric vehicles are a viable alternative to conventional automobiles. In this article, a life cycle analysis-both economic and environmental—between battery-electric and conventional automobiles is presented in the context of India. For financial analysis, a Total Cost of Ownership (TCO) model is created to show how compatible battery-electric vehicles are. OpenLCA software, which is based on the ReCePi 2016 technique, is used to conduct the environmental analysis for all impact categories at both the mid-point and end-point levels. According to the findings, electric vehicles are more expensive than conventional automobiles in India based on current data and regulations. However, it is shown that electric vehicles have cost parity and can sometimes even become more inexpensive than conventional automobiles by using specific optimizing factors in sensitivity analysis. The results of environmental studies show that battery electric vehicles emit fewer greenhouse gases (GHGs) than do conventional automobiles. Battery electric vehicles, however, had less of an impact in ten of the eighteen impact categories that were examined, and they even have a lower impact score at the end-point level. [ABSTRACT FROM AUTHOR]

Heavy vehicles operating for less than truckload (LTL) carriers are utilized to the maximum extent possible for the operator to maximize vehicle return on investment. However, the decision to purchase new vehicles, reallocate the vehicle, or retire the vehicle is based on complex and interacting factors like performance degradation, total cost of ownership, new regulatory pressures, and maintenance costs. The problem of optimizing fleet capacity is well suited to a model‐based systems engineering approach. Using SysML as the language and MagicGrid as the method, a model for fleet vehicle replacement and utilization was built to understand the best way to maximize and grow shipping capacity. The process started with identifying stakeholders and their needs and ended with system parametric models capable of computing costs. This model has the potential to optimize operating costs for fleets and maximize the use of the vehicle assets. Not only do these optimizations improve company financial performance, they reduce the need to unnecessarily replace expensive equipment, which is a more sustainable business practice. [ABSTRACT FROM AUTHOR]

This paper investigates the economic competitiveness of hydrogen-powered trucks. It reviews the growing number of papers that provide an estimate of the total cost of ownership (TCO) of hydrogen-powered trucks relative to their diesel equivalents. It examines the methodology applied, the variables considered, the data used for estimation, and the results obtained. All reviewed studies conclude that hydrogen-powered trucks are not currently cost-competitive, while they might become competitive after 2030. The conclusion holds across truck types and sizes, hydrogen pathways, mission profiles, and countries. However, we find that there is still a huge area of uncertainty regarding the purchase price of hydrogen-powered trucks and the cost of hydrogen, which hampers the reliability of the results obtained. Various areas of methodological improvements are suggested. [ABSTRACT FROM AUTHOR]

This paper presents the initial steps taken in analysing the benefits of connected autonomous vehicles (CAVs), especially Modular Autonomous Vehicles (MAVs), in search of sustainable solutions for reducing energy consumption per passenger in air transport. For this particular case, a Mobility-as-a-Service (MaaS) solution is proposed, correlating airside transport with landside transport, as an urban mobility alternative. To better understand the benefits of the proposal, this paper studies the impact on energy consumption conceptual differences between a conventional public transport fleet using Battery Electric Buses (BEBs) and an MAV fleet. Simulations for simple public transport tasks are performed to highlight the advantages of the modular vehicle concept, in which routes are assigned dynamically based on the requested passenger carrying capacity and travel distance, aiming to optimize the efficiency of the entire system. With a proven reduction in energy consumption due to better use of available passenger capacity and reduced travel times in which the vehicle is driving with a number of passengers less than half of its capacity, the concept can be addressed further in developing a predictive system that processes public transport data and delivers an optimized schedule for the entire fleet. The main goal being to improve overall operational efficiency and total cost of ownership, the second part of the paper studies the impact of weight distribution on efficiency parameters such as energy consumption, range, and overall performance of an electric bus. The impact on dynamic elements such as acceleration, braking, and cornering performance is analyzed, to assess the viability and safety of all types of electric bus operations. [ABSTRACT FROM AUTHOR]

The seamless adoption of electric vehicles (EVs) in the United States necessitates the development of extensive and effective charging infrastructure. Various charging systems have been proposed, including Direct Current Fast Charging, Battery Swapping, and Dynamic Wireless Power Transfer. While many studies have evaluated the charging costs and greenhouse gas (GHG) intensity of EVs, a comprehensive analysis comparing these systems and their implications across vehicle categories remains unexplored. This study compares the total cost of ownership (TCO) and GHG-intensity of EVs using these charging systems. Based on nationwide infrastructure deployment simulations, the change to TCO from adopting EVs varies by scenario, vehicle category, and location, with local fuel prices, electricity prices, and traffic volumes dramatically impacting results. Further, EV GHG-intensity depends on local electricity mixes and infrastructure utilizations. This research highlights the responsiveness of EV benefits resulting from technology advancements, deployment decisions, and policymaking. Results show meaningful variations in electric vehicle costs and emissions benefits across the United States, differing by vehicle category and charging systems: Direct Current Fast Charging, Battery Swapping, and Dynamic Wireless Power Transfer. [ABSTRACT FROM AUTHOR]

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In recent years, open-source software (OSS) has attracted increasing attention due to its easy accessibility via cloud repositories, voluntary community, no vendor lock-in, and low total cost of ownership. In turn, specifying and evaluating OSS quality has become a significant challenge for OSS adoption in organizations that are inclined to use them. Although many OSS quality models have been proposed in the literature, the dynamic and diverse nature of OSS has caused these models to be heterogeneous in terms of structure and content. This has adversely affected the standardization of evaluations and led to the evaluation results obtained from different OSS quality models for the same purpose being incomparable and sometimes unreliable. Therefore, in this study, a meta-model for OSS quality (OSS-QMM), which employs a unified structure from existing quality models and enables the derivation of homogeneous models, has been proposed. For this purpose, a systematic and laborious effort has been spent via a step-based meta-model creation process including review-and-revise iterations. In order to validate the OSS-QMM, case study and expert opinion methods have been applied to answer three research questions (RQs) targeted to investigate practical applicability, results comparability, and effectiveness of using the meta-model. Multiple and embedded case study designs have been employed for evaluating three real ERP systems, and 20 subject matter experts have been interviewed during the validation process. The results of multi-faceted empirical studies have indicated that the OSS-QMM has addressed solving problems in OSS quality evaluation and its adoption with high degrees of confidence. [ABSTRACT FROM AUTHOR]

Solar-based home PV systems are the most amazing eco-friendly energy innovations in the world, which are not only climate-friendly but also cost-effective solutions. The tropical environment of Malaysia makes it difficult to adopt photovoltaic (PV) systems because of the protracted rainy monsoon season, which makes PV systems useless without backup batteries. Large quantities of lithium-ion battery (LIB) trash are being produced by the electric vehicle (EV) sector. A total of 75% of the highest capacity levels have been discarded. By 2035, it is predicted that the wasted LIBs held as a result of expensive recycling and difficult material separation would carry up to 1200 GWh. An economical and sustainable option is offered by our study, which prototypes a replicated LIB pack that is incorporated into a PV home system. This study investigates the transformational power of second-life electric vehicle batteries (SLEVBs) when incorporated into home photovoltaic (PV) systems. The concept entails reusing existing electric vehicle batteries for stationary applications, offering a unique approach to extending the life of these batteries while meeting the growing need for sustainable domestic energy storage. The study looks at the technological feasibility, economic viability, and environmental effect of introducing SLEVBs into household PV systems, giving vital insight into their role in revolutionizing energy storage techniques and promoting sustainability. In comparison to the Lead–Acid Battery (LAB) system, the SLEVB system has a cheaper total cost of ownership, with savings of 12.62% compared with new LABs. A CO2 emission reduction of at least 20% is achieved by using the SLEVB system compared with LABs. Electricity can be provided in houses in rural areas where there is no electricity. As a result, the security and superiority of the life of rural residents will improve. It is anticipated that the suggested strategy will lower EV pricing, enabling EV adoption for M40 and B40 groups. Consequently, the Malaysian and worldwide EV business will remain viable. [ABSTRACT FROM AUTHOR]

Increased use of electric vehicles (EVs) has the potential to reduce carbon emissions. Therefore, predicting the impact of governments' EV incentive policies on the future uptake of EVs is important. This study estimates the impact of incentive policies introduced in the Australian Capital Territory. This estimation is conducted through constructing a microsimulation model and using it to assess the impact of the incentive policies on the purchase of EVs for households in different income quintiles. In the model, the decision about purchasing an EV is based largely on the total cost of ownership of an EV compared to the vehicle already owned and the additional utility of having a new vehicle. The application of the model shows that, regardless of incentives, a drop in the price of EVs will play the most important role in uptake. Incentives will help lower to middle income households, although EV demand is dominated by those in the highest income quintile. Importantly, however, incentives can increase uptake in locations with previously low uptake. Future work needs to focus on the reliability of data on EV's, and how to incorporate the rapid change in the market (eg, rapid uptake of EV's in the ACT) seen in the last few years. • The assessment of government policies designed to increase EV uptake can be conducted using microsimulation modelling. • EV purchasing incentives are likely to be most effective if the average purchase price of EVs is close to the $50,000 price point. • Targeting EV purchasing incentives at low-income households may increase the spread of EV uptake but reduce the total number of purchases. • While the work showed some limitations of microsimulation modelling for estimating the impact of EV policy, overall the application provided a useful tool for the ACT Government in deciding on policies to implement to encourage EV usage in the ACT. [ABSTRACT FROM AUTHOR]

Vehicle electrification can significantly decarbonize the transportation sector. Widespread adoption of electric vehicles (EVs) depends on their cost relative to conventional alternatives. Here we compare the total cost of ownership (TCO) of gasoline, hybrid, and electric vehicles. First, we review previous TCO studies, showing that the components (e.g., purchase price, financing, taxes, fees, insurance, refueling, maintenance, repair, and home charging equipment for EVs), parameters (e.g., vehicle miles traveled, discount rate, and lifetime), and methods differ greatly. Then, we develop a comprehensive TCO model comparing across five vehicle classes, three powertrains, and three EV ranges. Using 14 cities in the United States and multiple charging scenarios, we investigate TCO variability based on location and use pattern. We include adjustments for local gasoline prices, electricity rate plans, home charging access, and the impact of local temperatures and drive cycles on fuel economy, among other factors. We show that for a 300‐mile range midsize electric SUV, TCO varies by $52,000, or nearly 40%, across locations. Home charging access reduces the lifetime cost by approximately $10,000 on average, and up to $26,000. EVs are more competitive in cities with high gasoline prices, low electricity prices, moderate climates, and direct purchase incentives, and for users with home charging access, time‐of‐use electricity pricing, and high annual mileage. In general, we find that small and low‐range EVs are less expensive than gasoline vehicles. Larger, long‐range EVs are currently more expensive than their gasoline counterparts. And midsize EVs can reach cost parity in some cities if incentives are applied. [ABSTRACT FROM AUTHOR]

Chemical companies have used modularization to reduce capital costs and project timelines, putting capital to work faster and lowering the risk of entering new markets. Nevertheless, the impacts of using modularization along with advanced technologies, such as process intensification, have not yet been fully realized, often due to the uncertain business risks associated with their implementation. Therefore, new methods are needed for quantifying the impact of modular chemical process intensification (MCPI) on the capital and operating costs of chemical plants to help build a business case for this novel approach. This article presents a new conceptual range estimation technique for total cost of ownership that addresses the deficiencies of existing methods for quantifying MCPI impacts. The incorporation of percentage range estimates was employed to allow for adaptability across various cost and size scales. This work also begins to elucidate how chemical engineering and construction firms can benefit from MCPI and identifies barriers that inhibit MCPI applications in the chemical industry. [ABSTRACT FROM AUTHOR]

Further advances in hardware and software features are needed to optimize battery and thermal management systems to allow for the execution of longer trips in electric vehicles. This paper assesses the economic and environmental impacts of the following features: eco-charging, eco-driving, smart fast charging, predictive thermal powertrain and cabin conditioning, and an advanced heat pump system. A Total Cost of Ownership (TCO) and externalities calculation is carried out on two passenger cars and one light commercial vehicle (LCV). The energy consumption data from the vehicles are based on experiments. The analysis shows more benefits for the LCV, while the smart fast-charging feature on the car shows a slight increase in TCO. However, negative results did not contribute significantly compared to the ability to install a smaller battery capacity for similar use. [ABSTRACT FROM AUTHOR]

In the last decade, with the increased concerns about the global environment, attempts have been made to promote the replacement of fossil fuels with sustainable sources. For transport, which accounts for around a quarter of total greenhouse gas emissions, meeting climate neutrality goals will require replacing existing fleets with electric or hydrogen-propelled vehicles. However, the lack of adequate decision support approach makes the introduction of new propulsion technologies in the transportation sector a complex strategic decision problem where distorted non-optimal decisions may easily result in long-term negative effects on the performance of logistic operators. This research addresses the problem of transport fleet renewal by proposing a multi-criteria decision-making approach and takes into account the multiple propulsion technologies currently available and the objectives of the EU Green Deal, as well as the inherent scenario uncertainty. The proposed approach, based on the TOPSIS model, involves a novel decision framework referred to as a generalized life cycle evaluation of the environmental and cost objectives, which is necessary when comparing green and traditional propulsion systems in a long-term perspective to avoid distorted decisions. Since the objective of the study is to provide a practical methodology to support strategic decisions, the framework proposed has been validated against a practical case referred to the strategic fleet renewal decision process. The results obtained demonstrate how the decision maker's perception of the technological evolution of the propulsion technologies influences the decision process, thus leading to different optimal choices. [ABSTRACT FROM AUTHOR]

Ghana commits to reducing greenhouse gas emissions of 64 MtCO2 and reducing 2,900 premature deaths but has very low electric vehicle penetration. We used a total cost of ownership model to determine the cost of ownership parity of BEV compared to internal combustion engine vehicles (ICEV). The results show that BEV will not reach cost parity with ICEV until the 11th year. Waiving the 20% import duty on BEV only reduced the years to parity by a year. Cost parity for the BEV was achieved in the seventh year when the interest rate was reduced from 23% to 10%. By waiving import duty and reducing the interest rate of BEV to 10%, cost parity was reached right from the first year. BEV in Ghana could reduce CO2, NOx, VOC, SOx, and PM emissions by 72%, 85%, 99.2%, 41%, and 60% respectively. Based on the 7.17 MtCO2e attributed to transportation emissions in 2016, a BEV transition could reduce CO2 emissions by 5 MtCO2e. We conclude that a special financing scheme with an interest rate below 10% should be made available for green financing. Additionally, we recommend the removal of the 20% import duty for BEV to reach cost parity with ICEV. [ABSTRACT FROM AUTHOR]

The electrification of heavy-duty trucks stands as a critical and challenging cornerstone in the low-carbon transition of the transportation sector. This paper employs the total cost of ownership (TCO) as the economic evaluation metric, framed within the context of China's ambitious goals for heavy truck electrification by 2035. A detailed TCO model is developed, encompassing not only the vehicles but also their related energy replenishing infrastructures. This comprehensive approach enables a sophisticated examination of the economic feasibility for different deployment contexts of both fuel cell and battery electric heavy-duty trucks, emphasizing renewable energy utilization. This study demonstrates that in the context where both fuel cell components and hydrogen energy are costly, fuel cell trucks (FCTs) exhibit a significantly higher TCO compared to battery electric trucks (BETs). Specifically, for a 16 ton truck with a 500 km range, the TCO for the FCT is 0.034 USD/tkm, representing a 122% increase over its BET counterpart. In the case of a 49 ton truck designed for a 1000 km range, the TCO for the FCT is 0.024 USD/tkm, marking a 36% premium compared to the BET model. The technological roadmap suggests a narrowing cost disparity between FCTs and BETs by 2035. For the aforementioned 16 ton truck model, the projected TCO for the FCT is expected to be 0.016 USD/tkm, which is 58% above the BET, and for the 49 ton variant, it is anticipated at 0.012 USD per ton-kilometer, narrowing the difference to just 4.5% relative to BET. Further analysis within this study on the influences of renewable energy pricing and operational range on FCT and BET costs highlights a pivotal finding: for the 49 ton truck, achieving TCO parity between FCTs and BETs is feasible when renewable energy electricity prices fall to 0.022 USD/kWh or when the operational range extends to 1890 km. This underscores the critical role of energy costs and efficiency in bridging the cost gap between FCTs and BETs. [ABSTRACT FROM AUTHOR]

The automotive market is currently shifting away from traditional vehicles reliant on internal combustion engines, favoring battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (PHEVs). The widespread acceptance of these vehicles, especially without government subsidies, hinges on market dynamics, particularly customers opting for vehicles with the lowest overall cost of ownership. This paper aims to model the total cost of ownership for various powertrains, encompassing conventional vehicles, HEVs, PHEVs, and BEVs, focusing on both sedans and sports utility vehicles. The modeling uses vehicle dynamics to approximate the fuel and electricity consumption rates for each powertrain. Following this, the analysis estimates the purchase cost and the lifetime operational cost for each vehicle type, factoring in average daily mileage. As drivers consider vehicle replacements, their choice tends to lean towards the most economical option, especially when performance metrics (e.g., range, acceleration, and payload) are comparable across the choices. The analysis seeks to determine the percentage of drivers likely to choose each vehicle type based on their specific driving habits. Advances in battery technology will reduce the battery weight and cost; further, the cost of electricity will decrease as more renewable energy sources will be integrated into the grid. In turn, the total cost of ownership will decrease for the electrified vehicles. By following battery trends, this study is able to model the makeup of the automotive market over time as it transitions from fossil-fuel based vehicles to fully electric vehicles. The model finds until the cost of batteries and electricity is significantly reduced, the composition of the vehicle market is a mixture of all vehicle types. [ABSTRACT FROM AUTHOR]

User-centric (UC) distributed massive multiple-input multiple-output (D-mMIMO), also known as cell-free mMIMO, is a pivotal technology for enabling future mobile communication systems. While UC D-mMIMO intrinsically follows a distributed architecture, its processing can be implemented in a distributed or centralized fashion. This paper proposes a comprehensive cost assessment methodology for UC D-mMIMO, capturing its total cost of ownership and factoring in the deployment configuration, processing implementation, computational demands, and fronthaul signaling. The methodology considers two transmission reception point (TRP) deployment strategies. The first focuses only on supporting user equipment (UE) demands, while the other fulfills these requirements and also actively strives to provide a fairer service among UEs. The proposed methodology is then used to perform a techno-economic assessment of the feasibility of centralized versus distributed processing functional splits while varying key costs and TRP capabilities, like antenna and served UE count. Results suggest that with the TRP deployment that only supports the required UE rate, distributed processing is usually the most feasible option for UE demands of up to 50 Mbps, and centralized processing is more cost-effective in other cases. Additionally, when considering the actively fairer TRP deployment, centralized processing becomes cheaper for any UE demands.

This paper presents a comprehensive review of scientific papers and market reports analyzing the economic competitiveness of fuel cell electric buses (FCEBs) with respect to their conventional alternatives via the total cost of ownership (TCO) methodology. We discussed the variables and data taken into account and compared the resulting outcomes by year and geographical areas. It emerged that FCBs are not currently cost competitive. The decreasing trend in acquisition and fuel costs, however, indicates potential for future competitiveness. We find that the current TCO literature on FCEBs presents several areas of uncertainty and weakness. Potential improvements can be achieved by: (i) extending the geographic coverage to Asian and African developing countries; (ii) making use of real-world data instead of simulated data, in particular, concerning acquisition costs, hydrogen costs under different pathways, fuel efficiency, and maintenance costs; (iii) clarifying the role of infrastructural costs; (iv) exploring the existence of economies of scale at fleet level; (v) distinguishing among different bus sizes.

The steeply rising demand for mobile data drives the investigation of the transmission backhaul network architecture and cost for the fifth generation (5G) of mobile technologies. The proposed backhaul architecture will facilitate high throughput, low latency, scalability, low cost of ownership, and high capacity backhaul for 5G mobile technologies. This paper presents a transmission backhaul network architecture for 5G technology; the proposed internet protocol (IP) transmission backhauling architecture includes the data center, core network, distribution network, and access or IP random access network. A mathematical model for the data center IP core network, IP distributed network, and the IP access network for capital expenditure (Capex), operational expenditure (Opex), and the total cost of ownership (TCO) are presented, as well as a mathematical model for the entire backhauling architecture. The result shows that the increase in IP sites is positively proportional to the Capex and negatively proportional to the Opex. The selectivity analysis shows that the increase in bandwidth is directly proportional to the Capex, Opex, and TCO in the IP core network. The increase in data centers is directly proportional to the Capex, Opex, and TCO of the entire backhauling architecture. [ABSTRACT FROM AUTHOR]

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A cleaner transportation sector requires the implementation of a variety of measures, such as the use of electric vehicles. Electric mobility has seen increasing use in public transportation, even though it still faces significant challenges. Electric bus fleets require high‐performance batteries to minimize the cost and weight of the buses. This paper investigates the energy consumption of an electric bus in urban and interurban transit using two methods: forward‐facing and backward‐facing approaches. The obtained findings have shown that the energy consumption of a bus depends on the road and its characteristics, ranging between 0.98 and 1.39 kWh/km. Furthermore, a regenerative braking analysis has been performed, and it has been found that this factor plays a significant role in reducing energy consumption by 21%. Finally, a life cycle assessment and an environmental analysis have been conducted. The obtained results have shown that the total cost of ownership of the buses in this project will be around 1.76 $/km. The use of electric buses could eliminate the greenhouse gas emissions produced by public transportation in the investigated province. [ABSTRACT FROM AUTHOR]

This article presents the vehicle selection problem in the vehicle fleet of a retail and service company. In practical solutions, fleet managers focus on minimizing TCO (total cost of ownership) while ignoring the impact of the fleet on the environment. Therefore, a literature review of current solutions in fleet selection and their determinants is presented. Considering the latest trends and regulations, an optimization model for vehicle selection was developed, considering the issues of emissions and external costs. The developed model was implemented in a simulation environment, and a sensitivity analysis of the solutions obtained was carried out. The research made it possible to indicate the impact of the pollutant emission factor on the fleet structure. [ABSTRACT FROM AUTHOR]

Purpose: The purpose of the article is to determine and compare Total Cost of Ownership (TCO) metrics of buses operating in public transportation system depending on their powertrain. TCO is widely used method supporting decision making in purchases, taking into account all operational and extraordinary costs of delivery, operations, maintenance and liquidation of an asset in its lifecycle. It will provide answer to the question of sustainability of the business in the time horizon reflecting economic life on an asset, in this case – the vehicle. Design/methodology/approach: Main methods used in the paper are critical literature review concerning TCO models and its application for rolling stock, case study research conducted in the Upper Silesian and Zagłębie Metropolis aimed at collection of financial data. Gathered figures were used to develop comparative calculations of TCO for electric (EV) and fuel cell (FCEV) buses. Findings: In course of the research and analyses it was confirmed that the Total Cost of Ownership of the EV is significantly lower, comparing to FCEV, and only political decisions and significant public support of investments in FCEV buses may equalize TCO values for both types of powertrain. Sensitivity of TCO calculated against fuel and electricity prices is very low, and such depreciation of hydrogen fuel is very unlikely to take place. Research limitations/implications: Data gathered for EVs are real life, as carriers have long term experience in their use, whereas the data for FCEVs comes primarily from test drives and road tests carried out by the suppliers and carriers. Practical implications: Development of hydrogen technology still requires massive public financial support, otherwise the costs of bus operations with this type of powertrain is uncompetitive comparing to battery (EV) powertrain. Decarbonisation of the economy is then highly dependent on political priorities, since the businesses may not demonstrate sufficient interest in participation in this process, primarily due to higher costs and lack of attractive incentives. Originality/value: Originality of this approach results from rather infrequent use of this method, comparing to other, i.e. NPV. Use of TCO may facilitate decision making process as it does not require differential approach, comparing to NPV, however, for comparing different possible choices, such comparison of values may be also applied. [ABSTRACT FROM AUTHOR]

This research aims to compare autonomous ground vehicles with conventional and electric vans on the basis of associated vehicle costs and benefits related to their use, taking into account economic feasibility. Cost per vehicle kilometre is derived using the total cost of ownership method adjusted with the inclusion of labour costs and the impact of solar panel application on fuel efficiency while travel time-related and capacity occupations and reliability benefits serve as a basis for the total possible number of parcels delivered. The results show that, under the current structural and infrastructural conditions of urban delivery, the experimental model can be potentially successful in terms of cost per kilometre (0.133/km) but not as effective in terms of the total possible number of parcels delivered. This study defines autonomous ground vehicles with lockers as an innovative last mile solution and contributes to the academic literature by investigating the concept's efficiency competitiveness. [ABSTRACT FROM AUTHOR]

While the market for medium- and heavy-duty battery-electric vehicles (MHD EVs) is still nascent, a growing number of these vehicles are being deployed across the U.S. This study used over 2.3 million miles of operational data from multiple types of MHD EVs across various regions and operating conditions to address knowledge gaps in total cost of ownership and operational range. First, real-world energy cost savings were determined: MHD fleets should experience energy cost savings each year from 2021 to 2035, regardless of vehicle platform, with the greatest savings seen in transit buses (up to USD 4459 annually) and HD trucks (up to USD 3284 annually). Second, to help fleets across various geographies throughout the U.S. assess the suitability of EVs for their year-round operating needs, operational range was modeled using the XGBoost algorithm (R2: 70%) given 22 input features relevant to vehicle efficiency. Finally, this paper recommends (1) that MHD fleets apply energy-saving practices to minimize the impacts of cold temperatures and high congestion levels on vehicle efficiency and range, and (2) that local hauling fleets select trucks with a nominal range nearly double the expected maximum daily range to account for range losses under local, urban driving conditions. [ABSTRACT FROM AUTHOR]

The hydrogen energy serves as the best energy source for future aircraft owing to its efficiency, cleanness, and sustainability. In the context of widespread attention paid to aviation carbon reduction and the trend of low-carbon development of the aviation transportation industry, it is of great value to promote the development and application of hydrogen-powered aircraft. This study analyzes the development background of hydrogen-powered aircraft considering the carbon peaking and carbon neutrality goals for the aviation industry, and reviews the cutting-edge planning of hydrogen-powered aircraft in other countries as well as the latest progress in overall research and flight testing of hydrogen-powered aircraft in China. A detailed analysis is conducted on the key technology system for the development and application of hydrogen-powered aircraft, covering the overall design, liquid hydrogen storage tanks, hydrogen fuel cells, hydrogen-fueled turbine engines, hydrogen-fueled aviation internal combustion engines, safety and airworthiness technologies, and hydrogen refueling infrastructure. Focusing on the industrial application needs of future hydrogen powered aircraft, corresponding total cost of ownership (TCO) models are constructed for commuting/short-range hydrogen-powered aircraft. The calculation results indicate that the TCO of commuting/short-range hydrogen-powered aircraft will be on par with that of pure electric aircraft and fuel-powered aircraft around 2045. Further suggestions are proposed, including adhering to the synchronous development of multiple technological routes, prioritizing the development of power systems,conducting scientific and orderly research and development, and promoting the construction of airworthiness standards systems, thus to provide a basic reference for research on aviation technology innovation and high-quality development of the aviation transportation industry.

This research effort is dedicated to develop and test a mathematical approach to estimate the optimal aircraft age to make decisions about its withdrawn from service, market relocation, or starting its retirement and decommissioning processes. Our method consists of a cost-benefit financial analysis based on the expected revenue from the aircraft returning to operations and the aircraft recovery process to support end-of-life decisions. The core contribution of this research is the possibility of systematically analyse opportunities to return parked aircraft to active service, considering reasonable scenarios of operating revenue improvements or operating cost reductions, postponing the aircraft retirement and decommissioning decision. It is important to highlight that only financial concerns of the end-of-life aircraft problem were analysed. Considering this managerial context, the estimation of the aircraft parking and retirement costs, the recovery of the operating revenues from its market relocation and the recovered values from its disassembly and dismantling may influence these companies' aircraft fleet planning in a well-supported manner. This research intends to fulfill the gaps in the literature regarding commercial aircraft costs and revenues incurred during its end-of-life phase, aiming to estimate how much they affect its total cost of ownership, considering aircraft owners' and operators' decision-making contexts. [ABSTRACT FROM AUTHOR]