Total Cost Of Ownership Research Articles

Comparative Analysis of BEST Buses and Electric Buses in India

An overwhelming trend that marks the beginning of the transportation sector’s energy transition is the electrification of public transportation. The public sector’s considerable influence and predominance of public ownership define the transportation industry. Consequently, tendering processes Are frequently used to determine which bus delivery options are the most efficient. Based on a comprehensive analysis of the Polish bus market and in-depth interviews with individual vendors, this paper compares, assesses, and delineates the distinctions between the criteria applied in tenders for battery electric buses and diesel buses. The article additionally endeavors to ascertain whether the proportion of the vehicle price in the life cycle cost or total cost of ownership aligns with the weight assigned to the “vehicle price” criterion. The outcomes show There isn't a noticeable distinction between diesel and battery electric buses' tender requirements. Institutions that had previously created diesel bus acquisition patterns applied those patterns, for the most part, to battery electric bus tenders. As a result, the weights assigned to the criteria in tenders do not account for the benefits and drawbacks of either technology. Procedures for tendering are modified to meet regional needs and operational specifications. On current routes and schedules, electric buses frequently take the place of conventionally powered vehicles. Operational requirements are therefore known. This makes it possible to calculate the required number of vehicles as well as the fundamental technical and operational parameters (such as choosing the best charging technique and battery capacity). The charging strategy will therefore have an impact on the overall cost of ownership Opportunity charging is preferred for longer mileages, and overnight charging is preferred for shorter assignments.The electrification of public transportation is a massive trend that represents the first stage of the energy transition of the transportation sector. The transportation industry is defined by the significant influence of the public sector and the prevalence of public ownership. As such, tendering proceduresare widely employed to identify the most effective bus delivery options. This paper compares, evaluates, and discusses the differences between the specifications used in tenders for battery electric buses and diesel buses. It is based on a thorough examination of the Polish bus market and indepth interviews with specific vendors. The piece also aims to determine whether the percentage of the car price in the life cycle cost or overall cost of ownership is consistent with the importance given to the "vehicle price" factor. The results reveal no appreciable.

Total Cost of Ownership of Electric Car and Internal Combustion Engine Car with Performance Normalization

In the transportation sector, motorized vehicles are currently a contributor to pollution in Indonesia, producing CO2 emissions. In an effort to achieve environmentally friendly and low-carbon motorized vehicles, promoting electric cars to the public is an important strategy that is being pursued by countries throughout the world. The large target of converting ICE cars to electric cars requires a series of analyzes to accelerate efforts to convert the use of electric cars from various angles which will ultimately be successful as a promotional medium for potential electric car users. To carry out this analysis, there is one calculation method, namely calculating the total cost of ownership (TCO) of an electric car. This method has been studied in countries that are concerned with promoting the use of electric cars. In this research, we will present a calculation model for the TCO of electric cars and the TCO of conventional internal combustion engine (ICE) cars as a comparison. The cars analyzed in this research consist of several electric cars and ICE cars according to their respective performance levels, where for each electric car an analysis of several battery ownership schemes is also attempted, namely those owned by the car owner, rental batteries and those owned by the car owner. However, some components can be repaired. The calculation model will consist of capital and operational costs, namely the purchase price, resale value, government subsidies, retailer discounts, battery replacement costs, maintenance, insurance, vehicle tax and energy consumption costs. All data was obtained from literature studies and information from vehicle distributors in Indonesia. The TCO model is analyzed based on the average distance traveled, namely 20,000 km/year for 10 years of driving. The research results show that the TCO of BEVs with a rental battery scheme is cheaper than ICEs for cars with 93, 167 & 210 hp, namely 2,961; 6,227; & 5,633 (USD) and the TCO of ICE is cheaper than BEV with a rental battery scheme on cars with 40 & 95 hp, namely 796 & 5,793 USD. Several components that make up TCO costs will later be proposed to be considered for adjustment so that vehicle purchases can grow significantly. Knowledge from this research can be useful for consumers, product manufacturers, planners, and government policy makers.

A Model‐Based Systems Engineering Approach for Trucking Fleet Replacement

AbstractHeavy 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.

Development of a condition monitoring of heat exchangers for corrosion progress and coolant condition

The transport sector, and thus also rail transport, needs to be completely decarbonised by 2050 at the latest. Considering the long service life of rail vehicles, this goal means enormous innovation and growth potential for the vehicle and supplier industry of railway technology in the coming years. This contribution presents the first results of an R&D project to reduce the total cost of ownership of passenger and freight rail vehicles. The reduced life cycle costs can be achieved over the operating life, among other things, with condition monitoring approaches for critical components of cooling systems to enable diagnosis-based maintenance. Based on guided elastic waves, an integrated system is being developed to analyse the depth and position of corrosion damage to heat exchangers in rail vehicles. This method is to be supplemented by a refractive index sensor integrated in the coolant circuit which can be used to derive influences of the coolant condition on corrosion. First, an acoustic measuring technique was put into operation. Suitable piezoelectric transducers were selected and test measurements, including the introduction of artificial damages, along different paths on a representative heat exchanger were carried out and evaluated. Measurement signals can be received over different distances, and a monitoring of larger areas of the heat exchanger seems possible. For the development of the monitoring of the coolant, plasmonically active sensor substrates with a gold nanostructure were produced and installed in a measuring flow cell. In laboratory tests, concentrations of water-coolant mixtures could be distinguished with the refractive index sensor. In the future, the refractive index sensing will be carried out by means of bypass flow measurement. Since the coolant is pumped in a circuit, the sensor system can be attached to one of the inlet/outlet lines.

Partnerships Crucial in Developing Nonmetallic Downhole Tubulars

_ This article, written by JPT Technology Editor Chris Carpenter, contains highlights of paper IPTC 23491, “Role of Ecosystem Partners To Make Nonmetallic Downhole Tubulars a Reality,” by Ahmed Aladawy, SPE, and Ameen Malkawi, SPE, Baker Hughes, and Omar El Shamy, SPE, Novel Non-Metallic Solutions. The paper has not been peer reviewed. Copyright 2024 International Petroleum Technology Conference. _ Nonmetallic (NM) downhole tubulars offer a longer lifetime than their steel counterparts while eliminating corrosion concerns and lowering total cost of ownership. Making them a reality, however, requires a rigorous ecosystem with multidisciplinary skill sets and technology expertise. The complete paper discusses the challenges that face the development of such tubulars starting from academia and research institutes to complement expertise and computer computational power and moving through to material suppliers and manufacturing facilities for pipe prototyping. NM Pipe Construction and Technology Status NM pipes also can include metallic elements, where a hybrid system of NM layers is incorporated into multilayered pipe structures that assume specific roles, similar to a metallic pressure armor layer in subsea flexible risers, jumpers, and flowlines. Another example is polymer-lined steel rigid pipes with glass-fiber reinforced epoxy (GRE), or a dual-layer thermoplastic-lined reinforced pipe (Fig. 1). Composite-based NM pipes can broadly be categorized into reinforced thermoplastic pipe (RTP) and reinforced thermoset pipe (RTR), with glass-fiber reinforced plastic pipe (GRP) and GRE considered a subset of RTR. RTP consists of thermoplastic matrices and layers that can soften after heating and can harden when cooled in a reversible process, thus having the potential to recycle. Because of the flexibility of thermoplastic polymer, RTP pipes up to hundreds of meters long can be spooled on reels and deployed through rigless operation, with reduced system cost and deployment time. This synopsis will concentrate, as does the complete paper, on RTP. RTP pipe design can be classified as unbonded, semibonded, or fully bonded. Essentially, three layers of constituents for RTP exist: the inner layer is a fluid barrier (liner), the second layer is a load-bearing component (reinforcement), and the outer layer is external protection (cover). Unbonded RTP pipe means that the layers are not heat-fused to one another during manufacturing and are free to move between layers. This type of RTP pipe usually is low to medium in pressure rating, especially with regard to collapse rating, but also is lower in manufacturing cost and is suitable in onshore applications for fluid transportation. To increase the pressure rating, semibonded RTP pipes can be considered if pipe thickness is a limitation. For offshore and downhole applications, however, where higher pressure and temperature ratings are required, fully bonded RTP pipes, more commonly known as thermoplastic composite pipes, are preferred to handle high burst and collapse-pressure requirements and more-consistent load transfer across the structure. All RTP types can be manufactured continuously into pipe lengths of hundreds of meters because of their flexibility, but fully bonded RTP may be limited to larger-bend radii than unbonded or semibonded RTP; consequently, a need exists to consider reel-size limitations or even carousels to wind long pipe lengths during manufacturing. Conversely, fully bonded RTP structures may be easier to model and analyze than unbonded pipe.

A COMPREHENSIVE EVALUATION OF FACE RECOGNITION SOFTWARE: BALANCING TOTAL COST OF OWNERSHIP, ACCURACY AND SPEED

As face recognition technology continues to play a pivotal role in various domains, selecting an optimal software solution becomes imperative. This paper thoroughly analyzes face recognition algorithms, emphasizing a holistic assessment of implementing them that includes the overall cost of ownership, accuracy, and speed. The research aims to guide decision-makers in choosing a solution that balances these three critical factors. The study employs a rigorous methodology and evaluates various intrusion detection solutions across multiple industries. It examines the cost of ownership comprehensively, including initial investment, maintenance expenses, and potential hidden costs. A cost-benefit analysis is conducted to unveil the true economic implications of each implementation. The accuracy of the face recognition algorithms which is the core of intrusion detection systems is assessed through the learnings from academia and real-world feedback from the security industry. Furthermore, the paper examines the critical aspect of speed, recognizing its important role in real-time applications. The evaluation considers the processing speed of each software solution, considering its responsiveness to various environments and working with large-scale datasets. This research provides a comprehensive overview of face recognition algorithms, offering small business decision-makers valuable insights to make informed choices for their intrusion detection solutions. By combining the total cost of ownership, accuracy, and speed, organizations can select a solution that aligns with their specific needs and maximizes the return on investment in intrusion detection technology.

ИНФОРМАЦИОННО-ДИАГНОСТИЧЕСКИЕ СРЕДСТВА ДЛЯ СЕЛЬСКОХОЗЯЙСТВЕННОЙ ТЕХНИКИ

The issues of assessing the improvement of the efficiency of agricultural domestic machinery according to the criteria of adaptability to maintenance and diagnostics and the development of measures to improve it are relevant, as they have a significant impact on reliability and total cost of ownership and resource savings during operation. The costs of maintenance and repair and losses from equipment downtime depend on the level of equipment adaptability to maintenance and diagnostics. (Research purpose) The research purpose is substantiating the development of additional information and diagnostic tools to improve the efficiency of agricultural machinery. (Materials and methods) Conducted an analysis and description of the developed tools for diagnosing agricultural machinery. We have studied similar control and diagnostic equipment manufactured by third-party manufacturers for agricultural machinery. We examined the distinctive features of our own developments and reflected the need to diagnose specific parameters. The possibilities of analyzing the received information using artificial intelligence algorithms were described. (Results and discussion) Were designed in special engineering software and the first prototypes of these technical means were assembled. Conducted 3D modeling of these devices. We performed tests that proved the possibility of developing such digital diagnostic devices for agricultural machinery, justified their effectiveness based on the data obtained. Proposed modernization of a number of systems. (Conclusions) Analyzed the results of the work of information and diagnostic devices. We collected materials on modern methods of diagnosing equipment. We have determined the further development of the direction of work for better diagnostics of components and assemblies of agricultural machinery. One of the proposed directions is the work on the adaptation of artificial intelligence algorithms for the diagnosis of agricultural machinery.

Trilemma of life cycle carbon, employment, and costs of trucking industry's shift toward automation and electrification

AbstractThe 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.

OPTIMISING ENERGY USE IN REFRIGERATION SYSTEMS

The energy used to operate a refrigeration system accounts for a significant proportion of the total lifetime cost of ownership of the system and yet surveys show huge variation in the amount of energy required from one system to another. This paper considers ways in which energy is used and reasons why there is such a large discrepancy in usage between systems. It describes recent work to assess and benchmark the performance of cold storage facilities and explains a methodology for ensuring that cold and chill stores operate as efficiently as possible.

Which state is the cleanest of them all? Pricing long run heterogeneity in carbon abatement costs across America

Electric vehicles (EVs) feature prominently in the United States' efforts to decarbonize the light-duty vehicle fleet and mitigate climate change. To spur EV adoption, public policy offers procurement incentives for individuals willing to purchase an EV instead of an internal combustion engine vehicle (ICEV). How cost-effective are such policies? To what extent does their efficiency vary across states? We address these questions using state-level data on projected electric grid carbon intensity and fuel prices, as well as models of vehicle utilization. Our approach focuses on comparable vehicle models that enable us to jointly estimate the lifecycle emissions and total cost of ownership (TCO) associated with ICEVs, hybrid electric vehicles (HEVs), and EVs. Our findings are fourfold. First, although EVs offer the largest emissions benefit relative to ICEVs, there exists significant state-level heterogeneity. Compared to HEVs' emissions advantage of 20.54 tons of CO2e, EVs' emissions advantage ranges from 10.18 to 58.83 tons of CO2e across states. Second, HEVs offer a more favorable cost-to-emissions advantage nationwide, with an average cost of $59/ton CO2e reduced compared to $192/ton CO2e reduced via EVs. Third, state-level variation in fuel prices and grid carbon intensity enable HEVs to offer emissions reductions at a minimum cost of $3/ton CO2e reduced, while EVs' minimum cost is $76/ton CO2e reduced. Fourth, envisioned grid decarbonization efforts are insufficient for EVs to deliver economically efficient cost-to-emissions advantages due to EVs' relatively high TCO. If EVs produced zero emissions in totality, realizing cost-effective emissions reductions would still necessitate lowering their TCO by an average of at least $3200. We conclude that favorable abatement cost realization necessitates better targeting of procurement incentives at both the federal and state level. We demonstrate that this outcome can be achieved by incentivizing the adoption of HEVs and high-utilization EVs in the short run and by improving EVs’ cost and continuing to invest in EV battery longevity in the long run.

Towards net zero healthcare transport operations in Indonesia: A total cost of ownership approach

Managing transport is key to support the achievement of net zero healthcare. This study aims to assess transport options (single vs. multi-modal; electric vs. combustion) considering sustainability, efficiency, and responsiveness of the healthcare operations. To achieve the aim, we develop a mathematical model and conduct numerical experiment using a total cost of ownership (TCO) approach and a case study of blood supply chain in Yogyakarta, Indonesia. We find that electric vehicle slightly outperforms combustion vehicle both in the single and multi-modal scenarios within optimised routes. We contribute by proposing the first TCO-based transport model and simulation for multivehicle operations within the healthcare sector. This study could help hospitals and blood centres conduct scenario planning to help achieve net zero targets, which is in line with the current trend set by the government to use more electric vehicles and the scarce use of electric vehicles in healthcare operations.

Comparing costs and climate impacts of various electric vehicle charging systems across the United States

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.

Green Wheels, Greener Wallets: Economic Viability of Last-Mile Delivery Fleet Electrification in Case of Latvia

The analysis of internal combustion engine vehicle (ICEV) usage habits in the DPD Latvija company and the study of the specifics of its last-mile delivery transport business will allow to understand whether electromobility solutions can make the company more efficient. The question addressed in the research is whether the electrification of the delivery vehicle fleet can reduce transport expenses for the company and under what conditions. For estimation of direct and indirect costs of transport acquisition and usage Total Cost of Ownership (TCO) is used. The company’s daily operation parameters and technical data of the used vehicles VW e-Crafter and VW Crafter 35 Kasten/long base are considered in the study. Net Present Value (NPV) and Internal Rate of Return (IRR) calculation methods are used for analyzing the investment project. The expense of the creation of electrical vehicle charging infrastructure is not considered, because the company’s daily routine allows to cover all charging processes overnight by using domestic sockets together with Mode 2 chargers. All technical data and calculations were made for deliveries in a city cycle. In financial terms of owning delivery transport, the company is using a 5-year operational lease with 0% first payment. The obtained results in terms of TCO comparison showed a slight advantage by using EV after 5 years of last-mile delivery service per 1 vehicle – 706.98 Euro at 31200km a year or 100km in the working day of 6-day working week (156000km in 5-year is under 160000 warranty condition). The calculation is performed for DPD Latvija 213 ICE vans of a total 240-vehicle fleet. Results of NPV, NPVI, and IRR with a comparison rate of 10.6% for EV case clearly show a sufficiently good return. The Net Present Value of the solution is 89271.92 Euro and the Internal rate of return is 48.05%. The study proves that the electrification of the last-mile delivery company's fleet is economically justified and within 5 years. In the process of electrification, the company will reduce its expenses – by 1.45%, which increases the net annual profit by 0.13%. The main conclusion is that the company will not incur losses by switching to an environmentally friendly vehicle, the capital investment in a realistic scenario pays off already from the 3rd year. Nevertheless, the authors of the study recommend evaluating delivery vehicles with higher driving range parameters, because during peak delivery and seasons with cold weather, the company may experience unplanned downtime and expenses due to the need for additional charging time at public charging networks on the road, that could lead to financial losses and need for TCO calculation corrections.

Technical and economic feasibility study on reducing CO2 emissions of Dutch beam trawlers

This paper examines the technical and economic influence of CO2 reduction measures on the design and operation of Dutch beam trawlers. This is done by means of a parametric model used to assess the influence on the overall design of the vessel. Technical feasibility is determined by meeting operational effectiveness requirements, maximum added draught, maximum added length, and a reduction of CO2 emission by at least 40%. Secondly the model evaluates the new energy carrier and fish storage layout as a result of additional required volume. Additional volume is gained within the net store, fish hold, or by hull extension. Additionally, various propeller configurations, waste heat recovery, and regenerative braking systems are explored to reduce energy consumption. The economic performance is assessed using yearly operational requirements, capital expenses of configuration, and total cost of ownership.

The Economic Competitiveness of Hydrogen Fuel Cell-Powered Trucks: A Review of Total Cost of Ownership Estimates

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.

Technical and economic modelling of last-mile transport: A case for Brazil

In response to the escalating demands of urban logistics and the environmental impacts of last-mile deliveries in cities, this study assesses the transition to electric vehicles (EV) in the last-mile delivery transportation sector. We developed a methodology to project last-mile fleets and assess whether electrification considering a scrappage policy makeseconomicsense. This method utilizes socio-economic, geographic, and technical data to assess annual delivery volumes, travel distances, total ownership costs, and breakeven analysis for diesel and electric vehicles, focusing on Brazilian urban centers. Results show that in 2030, in all urban densities, EV have lower operating costs, and they are the more economical choice for all cities or lifespans by 2035. EVs stand out, particularly with extended vehicle lifespans and increased delivery frequencies. Our findings provide a versatile method for assessing the technical and economic feasibility of electric vehicles across diverse demographic areas.

Technical and economic analysis of battery electric buses with different charging rates

Electric buses (EBs) are a promising tool for achieving carbon neutrality in public transportation, and one of the most popular types of EBs nowadays are battery electric buses (BEBs). The advancement of charging technology reduces the limitation of charging duration, but it presents some economic challenges. In this study, we analyze the economics of BEBs with different charging rates from real data in Shanghai. We develop a total cost of ownership (TCO) framework considering subsidies, the time-of-use price, and the battery replacement. Our results indicate that fast-charging BEBs are more expensive than slow-charging BEBs due to higher charging equipment costs and the impact of fast charging on battery lifespan. Additionally, a sensitivity analysis reveals that operational subsidies are the primary factor influencing the TCO, particularly for slow-charging BEBs. Our research also provides a segmentation of BEB length types across various districts to assist operators in making economically decisions.

Design Lab: a simulation-based approach for the design of sustainable maritime energy systems

The process of achieving decarbonization in the maritime industry relies on tackling complex issues related to ship design. Designers require tools that can integrate the processes of providing relevant operational profile, configuring a target design, evaluating the design and exploring possibilities. Design Lab framework innovatively addresses this need by creating realistic operational profiles, simulating vessel performance and machinery systems, and providing comprehensive system evaluations. The framework promotes a comprehensive design process that starts by creating an operational profile. This profile is used to simulate the vessel’s propulsion power considering statistical weather conditions. Then, machinery systems are configured and simulations are performed. The performance of these systems is evaluated against key performance indicators such as total cost of ownership, carbon intensity indicator, etc., and the process is iterated with new design candidates. A case study of a hydrogen-fueled RoPax vessel is presented to validate the framework and demonstrate its capabilities. By focusing on simulation-based predictions and performance indicators, it provides a quantitative assessment, thereby supporting the decision-making process for stakeholders.

Optimizing Fleet Structure for Autonomous Electric Buses: A Route-Based Analysis in Aachen, Germany

Intelligent transportation systems enhance the potential for sustainable, user-friendly, and efficient transport. By eliminating driver costs, autonomous buses facilitate the redesign of networks, timetables, and fleet structure in a cost-effective manner. The electrification of bus fleets offers the opportunity to further improve the environmental sustainability of transportation networks, but requires adjustments to vehicle schedules due to the limited range and charging requirements. This paper examines the intricate relationship between electrification and autonomous buses. To this end, timetables for autonomous electric buses of different sizes were developed for a real bus route in Aachen, Germany. The resulting electric vehicle scheduling problem was then solved using an adaptive large neighborhood search to determine the number of vehicles needed and the total cost of ownership. By eliminating driver costs, vehicles with lower passenger capacity become much more attractive, albeit at a slightly higher cost. In comparison, the incremental costs of electrification are low if the right approach is taken. Fluctuations in typical passenger numbers can be used to modify timetables and vehicle schedules to accommodate the charging needs of autonomous electric buses. In particular, electric bus concepts with fewer charging stations and lower charging power benefit from adapting the timetable to passenger numbers. The results demonstrate that the specific requirements of electric buses should be considered when adapting networks and timetables in order to design a sustainable transport network.

Second-Life Electric Vehicle Batteries for Home Photovoltaic Systems: Transforming Energy Storage and Sustainability

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.