Evaluating plug-in electric vehicle policies in the context of long-term greenhouse gas reduction goals: Comparing 10 Canadian provinces using the “PEV policy report card”

Melton, Noel; Axsen, Jonn; Goldberg, Suzanne B.

doi:10.1016/j.enpol.2017.04.052

Cited by 63 publications

(23 citation statements)

References 26 publications

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“…Considering a first study [15], it is estimated that the increase in the development of EV charging station will require an increase of the peak loads limited to 1-2% for Texas, New York and New England. Similar results can be obtained considering Canada [16], where there is no federal authority regarding the production of electricity; it is a provincial jurisdiction. By considering a study conducted by Northumbria University [17] in the UK, the researchers estimated that a 30% adoption of electric vehicles would increase the residential peak demand between 6 p.m.-10 p.m. by an additional 45%.…”

supporting

confidence: 72%

“…This opens up the possibility of establishing slots [48] for charging or securing a supply for each user. In [10][11][12][16][17][18][19] it has been stated that the large-scale uncoordinated charging of EVs will increase the peak loads of power grids at rush hours and possible solutions are to reinforce the power grid or to shift the peak power demand to off-peak hours. The coordinated charging uses the load shifting or valley filling strategy, so an EV aggregator should be used.…”

Section: Understanding People's Behaviormentioning

confidence: 99%

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Designing a Sustainable University Recharge Area for Electric Vehicles: Technical and Economic Analysis

Miceli

Viola

2017

Energies

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This article addresses the technical and economic challenges regarding the design of a "green" recharge area for electric vehicles at the University of Palermo in order to reduce costs and pollution connected to the charging process. Based on the behaviour of the student population, the electrical load is identified and two possible solutions are evaluated to manage the peak load: an orientation of the panels increasing the power at defined time and the use of a storage system. The main strength and weakness points of two systems are investigated by taking into account the Levelized Cost of Energy (LCOE), which reaches 75.3 €/MWh for the orientation of panel and 103 €/MWh for the storage system. Furthermore, the cost of the topologies of power plant and the cost of energy are discussed in depth.

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supporting

confidence: 72%

Section: Understanding People's Behaviormentioning

confidence: 99%

Designing a Sustainable University Recharge Area for Electric Vehicles: Technical and Economic Analysis

Miceli

Viola

2017

Energies

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“…There are a wide variety of other policies that can induce ZEV uptake and GHG mitigation. Most common are those that incentivize ZEV sales through purchase subsidies (or exemptions from taxes), exemptions from tolls, access to high-occupancy vehicle lanes or bus lanes, or improved charging infrastructure 74,75 . Generally speaking, such incentives tend to have high public acceptability 41,76,77 .…”

Section: Zev Incentives (Financial and Non-financial)mentioning

confidence: 99%

“…'Non-financial' incentives, such as access to high-occupancy vehicle lanes for ZEVs (regardless of vehicle occupancy), are typically found to have a weak impact on long-term ZEV adoption 75,76 . The rollout of charging infrastructure can also weakly support the adoption of electric-powered vehicles, where improved home charging opportunities in particular have a larger impact than increased public-or work-based charging 75,[83][84][85] .…”

Section: Zev Incentives (Financial and Non-financial)mentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

Self Cite

198

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hile present transport systems provide numerous benefits, the negative societal impacts are enormous. In particular, the global transportation sector is responsible for almost one-quarter of greenhouse gas (GHG) emissions (mostly CO 2), with about 72% thereof from road transport 1. Despite decades of progress for alternative and low-carbon fuels and technologies, most developed countries remain locked-in to the dominance of privately owned, fossil fuel-powered vehicles 2,3. Transport emissions are expected to grow further in scenarios produced by the International Energy Agency (IEA), even if currently announced policies are implemented (Fig. 1) 4-6. This Perspective summarizes available evidence for which policy mixes can be highly effective in reducing GHG emissions within road transport in the long-term while pointing out directions for further policy and research development. Clearly the transportation sector needs to carry its weight in meeting deep decarbonization goals. Compared to 2019, both the 1.5 °C and 2.0 °C Paris Agreement scenarios require global GHG reductions of about 30-40% by 2030, 60-80% by 2050 and likely close to 100% (or zero net emissions) thereafter 5,7. GHG mitigation ambitions are higher in Organisation for Economic Cooperation and Development (OECD) countries because they are the source of most historical emissions and are thought to have more flexibility for large-scale investment in low-carbon technologies 8. Because expected mitigation costs are lower in road transport than in aviation or shipping 9-11 , we start with the assumption that road transport should at least proportionally fulfil the ambition of the total mitigation targets noted above. That said, emissions from aviation and shipping are growing more quickly and require additional GHG mitigation policies 2. We focus on national and regional policymaking. Cities are important in the transition towards more sustainable transport, but their scope for governmental climate change action tends to be smaller than on the national level 12. While we identify insights with global relevance, most of the available literature analyses developed countries, mainly in Europe and North Americapointing to a clear research need to better understand climate policy design for developing countries. Further, our analysis focuses more on passenger travel which is responsible for most GHG emissions in transport, though we call for more attention to road freight.

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“…Some studies examined multiple regions; others examined multiple policies; still others examined multiple policies across regions. Although most North American studies investigate the United States,Melton et al (2017 and and Wollinetz and Axsen (2017) focus on Canada.…”

mentioning

confidence: 99%

Electric Vehicle Adoption in Illinois

Zhou

Mintz

Stephens

et al. 2020

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Evaluating plug-in electric vehicle policies in the context of long-term greenhouse gas reduction goals: Comparing 10 Canadian provinces using the “PEV policy report card”

Cited by 63 publications

References 26 publications

Designing a Sustainable University Recharge Area for Electric Vehicles: Technical and Economic Analysis

Designing a Sustainable University Recharge Area for Electric Vehicles: Technical and Economic Analysis

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Electric Vehicle Adoption in Illinois

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