If diesel-electric Hevs were in use, this benefit would likely also apply.
Like most modern ICE-powered vehicles, Hevs can typically use up to about 15% bioethanol.
Many Hevs reduce idle emissions by shutting down the ICE at idle
and restarting it when needed;
The findings showed that, in certain road situations, Hevs are more dangerous for those on foot or bicycle.
For crashes involving cyclists or pedestrians,
there was a higher incident rate for Hevs than ICEVs when a vehicle was turning a corner.
Modern Hevs make use of efficiency-improving technologies such as regenerativebrakes
which convert the vehicle's kineticenergy to electric energy, which is stored in a battery or supercapacitor.
Modern Hevs make use of efficiency-improving technologies such as regenerative
brakes which convert the vehicle's kinetic energy to electric energy, which is stored in a battery or supercapacitor.
For accidents where a vehicle was slowing or stopping, backing up,
entering or leaving a parking space(when the sound difference between Hevs and ICEVs is most pronounced),
Hevs were twice as likely to be involved in a pedestrian crash than ICEVs.
Diesel-electric locomotives may not always be considered Hevs, not having energy storage on board,
unless they are fed with electricity via a collector for short distances(for example, in tunnels with emission limits), in which case they are better classified as dual-mode vehicles.