An empirical analysis on the adoption of alternative fuel vehicles: The case of natural gas vehicles

Yeh, Sonia

doi:10.1016/j.enpol.2007.06.012

Cited by 294 publications

(183 citation statements)

References 22 publications

(33 reference statements)

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“…Depending on the dynamics of supply and demand, price equilibrium, and constraints such as the details of the policies, the adoption of an optimized mitigation strategy can be smooth, high-growth (e.g., Figure 3, some of the hybrid and plug-in hybrid mitigation strategies), or transitional (e.g., Figure 3, where some of the ethanol flex-fuel vehicles under the most stringent scenarios are appropriate for short-to medium-term solutions, but might need to be replaced by more advanced vehicle technologies in the long term to achieve higher reductions). Empirical evidence indicates that all these shapes have been observed and that the adoption of alternative fuel vehicles is strongly dependent on payback period and refueling infrastructure, which are influenced by policies and financial incentives (20).…”

Section: The Concept Of Transportation Mitigation Strategies In 2004mentioning

confidence: 99%

Optimizing U.S. Mitigation Strategies for the Light-Duty Transportation Sector: What We Learn from a Bottom-Up Model

Yeh

Farrell

Plevin

et al. 2008

Environ. Sci. Technol.

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Few integrated analysis models examine significant U.S. transportation greenhouse gas emission reductions within an integrated energy system. Our analysis, using a bottom-up MARKet ALocation (MARKAL) model, found that stringent systemwide CO 2 reduction targets will be required to achieve significant CO 2 reductions from the transportation sector. Mitigating transportation emission reductions can result in significant changes in personal vehicle technologies, increases in vehicle fuel efficiency, and decreases in overall transportation fuel use. We analyze policy-oriented mitigation strategies and suggest that mitigation policies should be informed by the transitional nature of technology adoptions and the interactions between the mitigation strategies, and the robustness of mitigation strategies to long-term reduction goals, input assumptions, and policy and social factors. More research is needed to help identify robust policies that will achieve the best outcome in the face of uncertainties.

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Section: The Concept Of Transportation Mitigation Strategies In 2004mentioning

confidence: 99%

Optimizing U.S. Mitigation Strategies for the Light-Duty Transportation Sector: What We Learn from a Bottom-Up Model

Yeh

Farrell

Plevin

et al. 2008

Environ. Sci. Technol.

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“…Alternative fuels and vehicles (AFVs) are increasingly favoured by policy-makers seeking to reduce greenhouse gas (GHG) emissions and air pollution in the transport sector (Lipman and Delucchi, 2006;Yeh, 2007). This is because they do not seek to reduce transport demand through contentious behavioural change measures such as carbon taxes, road pricing congestion charges or planning restrictions.…”

Section: Introductionmentioning

confidence: 99%

How should barriers to alternative fuels and vehicles be classified and potential policies to promote innovative technologies be evaluated?

Browne¹,

O’Mahony

Caulfield

2012

Journal of Cleaner Production

161

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There appears to be increasing policy emphasis globally on developing innovative technologies and promoting incentives to support the take-up of alternative fuels and vehicles (AFVs) among consumers. The primary reason for this is that they potentially offer a pathway to reduce greenhouse gas (GHG) emissions and air pollution in the transport sector, without the need for contentious transport demand management measures such as road pricing or restrictive land use planning. However, despite the fact that AFVs are often seen as a panacea by policy-makers, there are a number of barriers to their widespread market penetration and diffusion. The objective of this paper is to present a framework, which can be modified and used by policy-makers to identify and qualitatively evaluate these barriers as well as potential policies that might be implemented to address these barriers. The paper concludes by assessing the strengths and weaknesses of applying this framework . 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 1 How Should Barriers to Alternative Fuels and Vehicles be Classified and Potential Policies to Promote Innovative Technologies be Evaluated?Abstract There appears to be increasing policy emphasis globally on developing innovative technologies and promoting incentives to support the take-up of alternative fuels and vehicles (AFVs) among consumers. The primary reason for this is that they potentially offer a pathway to reduce greenhouse gas (GHG) emissions and air pollution in the transport sector, without the need for contentious transport demand management measures such as road pricing or restrictive land use planning. However, despite the fact that AFVs are often seen as a panacea by policy-makers, there are a number of barriers to their widespread market penetration and diffusion. The objective of this paper is to present a framework, which can be modified and used by policy-makers to identify and qualitatively evaluate these barriers as well as potential policies that might be implemented to address these barriers. The paper concludes by assessing the strengths and weaknesses of applying this framework.

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“…The resulting figure is the break-even distance in km at which the higher initial cost is just offset by the subsequent saving over the vehicle's lifetime (without any discounting to reflect the delay before the savings are received). The payback time required for consumers to recover the upfront cost of conversion is a related indicator, but this also depends on the annual distance travelled [18].…”

Section: Autogas Break-evenmentioning

confidence: 99%

Making markets for hydrogen vehicles: Lessons from LPG

Green

2011

International Journal of Hydrogen Energy

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The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required.

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An empirical analysis on the adoption of alternative fuel vehicles: The case of natural gas vehicles

Cited by 294 publications

References 22 publications

Optimizing U.S. Mitigation Strategies for the Light-Duty Transportation Sector: What We Learn from a Bottom-Up Model

Optimizing U.S. Mitigation Strategies for the Light-Duty Transportation Sector: What We Learn from a Bottom-Up Model

How should barriers to alternative fuels and vehicles be classified and potential policies to promote innovative technologies be evaluated?

Making markets for hydrogen vehicles: Lessons from LPG

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