The average car on the road used 2,939 British thermal units (BTUs) per passenger mile in 2016, according to the recently released Transportation Energy Data Book. This is the first time since the Department of Energy began keeping track that BTUs per passenger mile for cars has fallen below 3,000. It compares with 4,102 BTUs per passenger mile for transit buses.
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Actually, according to the latest data book, BTUs per passenger mile fell to 2,998 in 2015. But the previous edition of the data book had reported 3,034; the latest edition revised the number slightly downward.
The latest edition says the average light truck (which includes SUVs, vans, and pickups) used 6,256 BTUs per vehicle mile in 2016, but doesn’t calculate the energy use per passenger mile. From the National Household Travel Survey, however, we can calculate that the average occupancy of light trucks is 1.79 people, which means energy use is 3,556 BTUs per passenger mile. That’s 21 percent more than cars, but still less than transit buses and a 50 percent reduction from 1970.
Although both cars and light trucks are getting more energy efficient, Americans are increasingly trading in cars for light trucks so that the energy efficiency of the overall fleet is staying about the same. In 2009, light trucks made up 40 percent of driving; by 2016, it was up to 49 percent and is probably over 50 percent today. Some 64 percent of new automobile sales in 2017 was light trucks. While cars got an average of 26.8 mpg in 2016, light trucks got only 19.1 but they partially made up for this by higher average occupancies: 1.79 vs. 1.54.
The data book reports that airlines used 2,449 BTUs per passenger mile, which is more than a 75 percent reduction from 1970. That makes air travel more energy efficient than driving, unless you have two or more people in your car or 2.5 or more people in your light truck.
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The book’s authors argue that, since they don’t count the energy required to extract, refine, and deliver gasoline to the tank of your car, it is inappropriate for them to count upstream energy costs of electric vehicles. That sounds fine, but the upstream costs from mine to power plant are about the same as the upstream costs from oil field to gas station, so the new methodology severely underestimates rail energy use.
The last report that used the old methodology reported that Amtrak used about 2,200 and rail transit about 2,400 BTUs per passenger mile in 2014. Since then, Amtrak has become about 5 percent and rail transit about 3 percent more fuel efficient, so Amtrak would be about 2,100 and rail transit about 2,300 BTUs per passenger mile. Figures 2.17 through 2.19 of the latest book has energy efficiencies for individual rail transit systems; multiply by three for electric-powered systems if you want to include the power plant generation and distribution losses.
While most forms of transportation are getting more fuel efficient, transit buses have gotten less fuel efficient in the last three years. Their energy consumption climbed from 3,800 BTUs per passenger mile in 2014 to 4,100 in 2016. This is mainly because of a decline in average bus occupancies.
The book estimates that intercity buses used 35.4 trillion BTUs in 2016, but it doesn’t have an estimate for passenger miles. According to the American Bus Association, intercity buses use far less energy per passenger mile than any other form of motorized travel, but even their estimates of passenger miles are crude.
While there are differences in fuel efficiencies between modes, there are also large differences within modes. Amtrak overall may use less energy than the average car, but the Pacific Surfliner, which fills only 30 percent of its seats on its trips in southern California, requires far more energy per passenger mile than a fuel-efficient car such as a Prius. The policy implication is that we can save a lot more energy by making automobiles more fuel-efficient than by trying to get people out of autos and onto trains.
Cars, too bad American’s arent buying more “cars”. As SUV sales and crossovers proliferate. GM and Ford have both largely severed Car making form their resume in North America in favor of following profits and cost cutting building solely trucks and Sport utes.
It’s the telltale signs of end throws of financial desperation. This happens every damn time. Every 5-10 years SUV’s and Big trucks go through a cycle from Selling like hot cakes to dinosaurs no one wants in their drive way. It happened in the 90’s and again in the mid 2000’s when GM went to Congresses doorstep to bail out their incompetence. When gas is cheap SUV’s crank out faster than newspapers. When gas goes up a mere few cents, you find For Sale signs on every SUV on the side of the road. When SUV sales plummet, small car sales rise…and the foreign automakers are really good at making small cars; they’ve had decades of practice. Not only are these models fuel efficient and relatively inexpensive….but excellent build quality and aesthetically stylish. Meanwhile Detroit is laughed at with their ridiculous toaster wagons and cheap scratchy plastic interiors. Ford Focus, Fiesta, Chevy Spark. Meanwhile Toyota has the Carolla, Mazda’s 3 series, Hyundai’s Accent, Honda’s Civic and Hyundai’s new Sonota, every year their economy and basic models get more and more futuristic and luxurious looking. As Ford and GM scale back their car vehicles…Toyota has Seven DIFFERENT cars on the market. Including the best selling Camry; along with the Carolla, Avalon and the inexpensive Yaris.
Stopping sedan production has another consequence; one it retires engineering and style designers who could be working on the next gen of potential products. Two, it heavily affects the used car market, which is what most young people buy. With 2019 being the last year of production for Ford and GM their used cars will continue to age as Toyota/Hyundai and Honda, Kia, etc continue to put out units past 2020 with models more aesthetic and with better reputations with refreshes every 3-5 years. So a decade from now, dealers will have a flotilla of used toyotas, etc less than 10 years old, far fewer miles, in better condition including whatever technological improvements along with it; PERFECT BUYING POTENTIAL while Ford/GM will have decade old used autos on the dealer lot.
To keep up with fuel economy standards, Ford is hybridizing it’s new lineups the New 2020 Ford Explorer and camo pics of the possible hybrid escape which has been off the market for the last 10 years. While Toyota already has 7 different Hybrids for sale now, Once again Detroit is a decade behind in style, flair and technology and will rapidly play catchup, cutting corners and churning out uglies at some point. Gas wont stay at 2 something forever; eventually some sort of mishap or democratic tax folly; gas will go back up to 3 bucks or more National Average. But those that don’t learn from history are destined…..blah blah blah.
Crossover utility vehicles blur distinction between passenger cars and light trucks:
Light-duty vehicles are generally classified into two groups: passenger cars and light trucks. However, crossover utility vehicles (CUVs)—which appear similar to sport utility vehicles but share design attributes with passenger cars—are blurring the distinction between the two classifications.
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When implementing fuel economy standards, however, the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency (EPA) categorize CUVs as either passenger cars or light trucks depending on their characteristics and features. For instance, one of the best-selling CUV models is the Honda CR-V. The two-wheel drive CR-V qualifies as a passenger car, and the all-wheel drive CR-V qualifies as a light truck.
This is silly. CUVs are just tall small cars, whether two-or all-wheel-drive. Classifying them as old fashioned, heavy, body-on-frame trucks is ridiculous.
I don’t think that’s necessarily the case. While vehicle occupancies did decline, the increase seems to be coming from operating larger vehicles and/or operating more service under less favorable conditions (e.g. congested conditions, more stop-and-go driving). Table 2.14 in Chapter 2 indicates that while BTU per passenger-mile increased by around 1% between 2015 and 2016, BTU per vehicle-mile increased by nearly 3%.
LazyReader, that’s a great fairy tale. Unfortunately your screenname is living up to itself, you’re being too lazy to pay attention to reality. In 1990 @70% of US vehicle sales were cars. A decade ago at the zenith of —> HISTORICALLY HIGH GAS PRICES <— they had dropped to 40% of US sales.
Increased efficiencies of the internal combustion and growing wealth has long been shrinking the affect of gasoline prices on vehicles on US vehicle sales.
The biggest reason why SUV and Truck sales have gone up is that people want more protection against other people driving SUV’s or Trucks.
It is intimidating driving on highways in a normal car with giant vehicles tailgating you, cutting you off because they can’t see you, etc.