Suchergebnisse

More than 3 million Chinese rural vehicles (CRVs) were produced in 2002, three times the number of conventional passenger cars. These small, simple, indigenous vehicles are widely used in small cities and rural areas but are virtually unknown outside China. CRVs provide huge benefits in terms of mobility and economic development, but they are also highly energy inefficient and polluting. CRVs now consume about one-fourth of the diesel fuel in China. Increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sale and globalization of rural vehicle technology. In 1994, the Chinese government designated the automotive industry a "pillar" of economic development. In the Tenth Five-Year Plan (2000–2005), the government established a goal of widespread car ownership, and since then, intense efforts have been made to engage the international automotive industry (Gallagher, 2003; NRC et al., 2003). As a result, passenger car output has been increasing rapidly, from 0.6 million in 2000 to 1.06 million in 2002 (China National Bureau of Statistics, 2004). In striking contrast, and virtually ignored, is the even larger number of small three-wheel (3-w) and four-wheel (4-w) vehicles manufactured by domestic Chinese companies for use in small cities and rural areas. With virtually no governmental financial support, the production of these CRVs first exceeded 3 million per year in 1999 and reached an estimated 20 to 22 million in 2001 (China Automotive Technology and Research Center, 2000; Chinese Government Website, 2003a). The implications of these vehicles are huge—in terms of safety, energy use, air pollution, noise pollution, greenhouse gas emissions, and rural development. The English language literature provides very little information about CRVs (indeed, there is no accepted English name for them), and even in Chinese, information is sparse.

More than 3 million Chinese rural vehicles (CRVs) were produced in 2002, three times the number of conventional passenger cars. These small, simple, indigenous vehicles are widely used in small cities and rural areas but are virtually unknown outside China. CRVs provide huge benefits in terms of mobility and economic development, but they are also highly energy inefficient and polluting. CRVs now consume about one-fourth of the diesel fuel in China. Increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sale and globalization of rural vehicle technology. In 1994, the Chinese government designated the automotive industry a "pillar" of economic development. In the Tenth Five-Year Plan (2000–2005), the government established a goal of widespread car ownership, and since then, intense efforts have been made to engage the international automotive industry (Gallagher, 2003; NRC et al., 2003). As a result, passenger car output has been increasing rapidly, from 0.6 million in 2000 to 1.06 million in 2002 (China National Bureau of Statistics, 2004). In striking contrast, and virtually ignored, is the even larger number of small three-wheel (3-w) and four-wheel (4-w) vehicles manufactured by domestic Chinese companies for use in small cities and rural areas. With virtually no governmental financial support, the production of these CRVs first exceeded 3 million per year in 1999 and reached an estimated 20 to 22 million in 2001 (China Automotive Technology and Research Center, 2000; Chinese Government Website, 2003a). The implications of these vehicles are huge—in terms of safety, energy use, air pollution, noise pollution, greenhouse gas emissions, and rural development. The English language literature provides very little information about CRVs (indeed, there is no accepted English name for them), and even in Chinese, information is sparse.

Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, three times that of conventional passenger cars. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This paper is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. This study documents and analyzes vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sales and globalization of rural vehicle technology.

Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, three times that of conventional passenger cars. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This paper is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. This study documents and analyzes vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sales and globalization of rural vehicle technology.

Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, triple that of conventional cars and trucks. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This report is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. We document and analyze vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the growth and globalization of CRV technology.

Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, triple that of conventional cars and trucks. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This report is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. We document and analyze vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the growth and globalization of CRV technology.

Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, triple that of conventional cars and trucks. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This report is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. We document and analyze vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the growth and globalization of CRV technology.

Abstract
Flying cars, essentially vertical takeoff and landing aircraft (VTOL), are an emerging, disruptive technology that is expected to reshape future transportation. VTOLs can be powered by battery electric, fuel cell, or internal combustion engine, which point to entirely different needs for industry expertise, research & development, supply chain, and infrastructure supports. A pre-analysis of the propulsion technology competition is crucial to avoid potential wrong directions of research, investment, and policy making efforts. In this study, we comprehensively examined the cost competitiveness of the three propulsion technologies. Here we show that battery electric has already become the lowest-cost option for below-200-km VTOL applications, covering intra-city and short-range inter-city travels. This cost advantage can be robustly strengthened in the long term under various technology development scenarios. Battery energy density improvement is the key to reducing cost. In particular, a 600 Wh/kg battery energy density provides battery electric with all-range cost advantage, and promises high return in business. Fuel cell and internal combustion engine, under certain technology development scenarios, can obtain cost advantage in long-range applications, but face intense competition from ground transportation such as high-speed rail. The findings suggest a battery-electric-prioritized VTOL development strategy, and the necessity of developing VTOL-customized high-energy-density batteries.

Burgeoning demands for mobility and private vehicle ownership undermine global efforts to reduce energy-related greenhouse gas emissions. Advanced vehicles powered by low-carbon sources of electricity or hydrogen offer an alternative to conventional fossil-fuelled technologies. Yet, despite ambitious pledges and investments by governments and automakers, it is by no means clear that these vehicles will ultimately reach mass-market consumers. Here, we develop state-of-the-art representations of consumer preferences in multiple global energy-economy models, specifically focusing on the non-financial preferences of individuals. We employ these enhanced model formulations to analyse the potential for a low-carbon vehicle revolution up to 2050. Our analysis shows that a diverse set of measures targeting vehicle buyers is necessary to drive widespread adoption of clean technologies. Carbon pricing alone is insufficient to bring low-carbon vehicles to the mass market, though it may have a supporting role in ensuring a decarbonized energy supply.