The role of energy infrastructure in shaping early adoption of electric and gasoline cars

Taalbi, Josef; Nielsen, Hana

doi:10.1038/s41560-021-00898-3

Cited by 39 publications

(12 citation statements)

References 35 publications

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“…15,19,54 Finally, the implementation order of the provincial ban on the sale of ICEVs is a complex issue considering not only climate and health cobenefits but also other regional impacts (physical health, 55 heavy metal pollution, 56 etc.) and realistic factors (economic development, cost, 57 infrastructure deployment, 58 zero-emission zone, 59 the will of stakeholders, 60 etc.). All of these multidimensional impacts and factors need to be compared under a uniform framework.…”

Section: Discussionmentioning

confidence: 99%

Incorporating Health Cobenefits into Province-Driven Climate Policy: A Case of Banning New Internal Combustion Engine Vehicle Sales in China

Shen

Chen²,

et al. 2023

Environ. Sci. Technol.

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Incorporating health cobenefits from coabated air pollution into carbon mitigation policy making is particularly important for developing countries to boost policy efficiency. For sectors that highly depend on electrification for decarbonization, it remains unclear how the increased electricity demand and consequent health impacts from sectoral mitigation policy in one province would change the scale and the regional and sectoral distributions of the overall health impacts in the whole country. This study chooses the banning of new sales of internal combustion engine vehicles in the private vehicle sector in China as a case. The results show that, without carbon neutrality and air pollution control goals in electricity generation, 53% of CO 2 reduction and 65% of health benefits from the private vehicle sector would be offset by increased electricity demand. The regional distributions of CO 2 reduction and health benefits due to a province-driven ban policy are greatly uneven, as the top five provinces take up over one-third of the total impact in China. Health benefits per ton of carbon reduction (H/C) may vary by up to 8 times across provinces. Finally, the provinces in southeast China and the Sichuan Basin, with their stably high H/C values, are suggested to enact the province-driven ban policy first.

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Section: Discussionmentioning

confidence: 99%

Incorporating Health Cobenefits into Province-Driven Climate Policy: A Case of Banning New Internal Combustion Engine Vehicle Sales in China

Shen

Chen²,

et al. 2023

Environ. Sci. Technol.

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“…Only a decade later it was for gasoline to become the leading energy source for cars. The failure of electricity to remain a leading energy source for vehicles was attributed to the lack of sufficient electricity infrastructure by then (Taalbi & Nielsen, 2021).…”

Section: Electric and Internet-based Mobilities In The 2020smentioning

confidence: 99%

“…EV cities may further be cleaner ones, with the quite heavy air pollution created by traditional cars disappearing from city streets (Rafael et al, 2020). Back in 2014, some 20% of the global carbon emissions were attributed to the transport sector (Taalbi & Nielsen, 2021). Side by side with this positive trend, air pollution attributed to electric power stations may grow, given their increased production of electric power for car batteries.…”

Section: Spatial and Urban Effects Of Mass Adoption Of Evs And Avsmentioning

confidence: 99%

Homo Viator 2020s: electrified and internet-based personal mobilities

Kellerman

2022

GeoJournal

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“…The diffusion of new energy vehicles (NEVs) plays an important role in the deep decarbonization of the transportation sector (Milovanoff et al, 2020;Yang et al, 2020). The diffusion of NEVs is influenced by many factors, such as government subsidies (Zhao et al, 2021a), ownership cost (Lopez et al, 2021), safety (Wang et al, 2021), consumer acceptance (Huang et al, 2021), and the maturity of energy chains (Taalbi and Nielsen, 2021), which are the focus of this study. Energy chains are combinations of technologies that are defined at the level of conversion facilities (e.g., power plants or end-user devices such as cars).…”

Section: Introductionmentioning

confidence: 99%

“…Regardless of whether NEVs are BEVs or FCVs, their diffusion is inextricably linked to the synchronous development of their supporting energy infrastructure. Taalbi and Nielsen (2021) discovered that the reason for failures of early BEV diffusion is that the energy infrastructure is relatively expensive, resulting in a shortage of BEVs relative to ICEVs and limiting the diffusion of BEVs. The costs of energy chains influence the development of NEVs' supporting energy infrastructure and thus play a crucial role in the diffusion of NEVs.…”

Section: Introductionmentioning

confidence: 99%

Levelized costs of the energy chains of new energy vehicles targeted at carbon neutrality in China

Qiu

Zhao

et al. 2022

Front. Eng. Manag.

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The diffusion of new energy vehicles (NEVs), such as battery electric vehicles (BEVs) and fuel cell vehicles (FCVs), is critical to the transportation sector’s deep decarbonization. The cost of energy chains is an important factor in the diffusion of NEVs. Although researchers have addressed the technological learning effect of NEVs and the life cycle emissions associated with the diffusion of NEVs, little work has been conducted to analyze the life cycle costs of different energy chains associated with different NEVs in consideration of technological learning potential. Thus, relevant information on investment remains insufficient to promote the deployment of NEVs. This study proposes a systematic framework that includes various (competing or coordinated) energy chains of NEVs formed with different technologies of power generation and transmission, hydrogen production and transportation, power-to-liquid fuel, and fuel transportation. The levelized costs of three typical carbon-neutral energy chains are investigated using the life cycle cost model and considering the technological learning effect. Results show that the current well-to-pump levelized costs of the energy chains in China for BEVs, FCVs, and internal combustion engine vehicles (ICEVs) are approximately 3.60, 4.31, and 2.21 yuan/GJ, respectively, and the well-to-wheel levelized costs are 4.50, 6.15, and 7.51 yuan/GJ, respectively. These costs primarily include raw material costs, and they vary greatly for BEVs and FCVs from resource and consumer costs. In consideration of the technological learning effect, the energy chains’ well-to-wheel levelized costs are expected to decrease by 24.82% for BEVs, 27.12% for FCVs, and 19.25% for ICEVs by 2060. This work also summarizes policy recommendations on developing energy chains to promote the diffusion of NEVs in China.

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The role of energy infrastructure in shaping early adoption of electric and gasoline cars

Cited by 39 publications

References 35 publications

Incorporating Health Cobenefits into Province-Driven Climate Policy: A Case of Banning New Internal Combustion Engine Vehicle Sales in China

Incorporating Health Cobenefits into Province-Driven Climate Policy: A Case of Banning New Internal Combustion Engine Vehicle Sales in China

Homo Viator 2020s: electrified and internet-based personal mobilities

Levelized costs of the energy chains of new energy vehicles targeted at carbon neutrality in China

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