Which plug-in electric vehicle policies are best? A multi-criteria evaluation framework applied to Canada

Melton, Noel; Axsen, Jonn; Moawad, Barbar

doi:10.1016/j.erss.2019.101411

Cited by 46 publications

(28 citation statements)

References 52 publications

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“…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 . ZEV purchase subsidies can range from US$2,500-20,000 per vehicle, where larger incentives can indeed boost ZEV sales 66,[78][79][80][81] .…”

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%

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

confidence: 99%

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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“…A number of policies and incentives to support EV uptake are already in place in most European countries; several of them have shown a positive response from the market [15][16][17][18]. Melton et al [19] offer a broad classification on "demand-oriented", socalled consumer focused, and "supply-oriented" or industry-focused incentives, which for the purpose of this paper is an appropriate one. Among different pilot and well-established policy measures, there are fiscal and non-fiscal ones.…”

Section: Ev Diffusion Policiesmentioning

confidence: 99%

“…Several studies [14,20,21] pointed out that fiscal tools are some of the most successful ones in shaping consumer demand for EVs in the introductory phase of this new technology, while others state that there is still a public and scientific debate as to which of the policies provide an effective mix to boost EV numbers in private and company fleets in a given area, especially when it comes to cross-contamination of policy effects among different border regions [16,22,23]. Among non-fiscal incentives the most effective one was shown to be a wide diffusion of public charging infrastructures [16,24], existing demonstration projects [16,25,26], and changes in building codes to increase home-charging infrastructure [19], among others. Meanwhile, DellaValle and Zubaryeva [27], argue that even in the regions that show a high lead market for EV potential, still sales numbers in the fleet are lagging behind.…”

Section: Ev Diffusion Policiesmentioning

confidence: 99%

Propensity to Choose Electric Vehicles in Cross-Border Alpine Regions

Tomasi

Zubaryeva

C³

et al. 2021

Sustainability

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Electric vehicles (EVs) are low-carbon innovations that decrease emissions in transportation. Understanding what drives individual propensity to choose EVs supports policymakers in shaping effective low-carbon mobility policies. Within the MOBSTER Interreg project, data were collected using a survey administered to residents in three Alpine cross-border regions—Canton Ticino (Switzerland), South Tyrol (Italy), and Verbano-Cusio-Ossola (Italy)—and were analyzed with a logistic regression. This study reports on the relevant drivers of EV uptake, showing (i) that some sociodemographic attributes positively impact the propensity to choose an EV (e.g., young age and teenage children), (ii) that the presence and visibility of charging infrastructures are important, and (iii) that the role of tourism is not a driver of EV uptake. This study confirms that policies should consider sociodemographics, social practices, and physical infrastructures as playing roles in EV uptake. Future research should address the issue of access to low-carbon innovations for all.

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“…One change was proposed recently to the model (named the Bass generalized model-BGM) to make it possible to incorporate other decision variables, such as the technology price as a function of time [15]. Other projection models also stand out in the literature, for example, the respondentbased preference and constraint (REPAC) model, which uses a model of discrete choices Energies 2021, 14, 5435 2 of 19 previously estimated to project the EV sales [16,17]. It is important to note that the REPAC model uses a series of data (the data of EV users are collected using a questionnaire, which can bring a series of complications such as: difficulty in applying the questionnaire to competent organs; data quality, i.e., if the users answer honestly; the complexity increases according to the size of the area of study (city, state, country, etc.)…”

Section: Introductionmentioning

confidence: 99%

Bass Diffusion Model Adaptation Considering Public Policies to Improve Electric Vehicle Sales—A Brazilian Case Study

et al. 2021

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The global fleet of electric vehicles (EV) has been rising in recent years, and public policies can play an important role in this scene. The objective of this work is to evaluate the impact of public policies in the diffusion of EVs in Brazil, based on Beck’s adaptation for the Bass diffusion model. This modification on the Bass model allows the estimation of EV diffusion, taking into account the direct and indirect economic influence of the main EV incentive instruments used worldwide. In addition, this work conducts a forecast of the total passenger cars in Brazil through a regression model, considering macroeconomic and social indicators. The results indicate that EV high prices may still be the major barrier for EV diffusion in Brazil over the studied horizon, keeping them inaccessible to the majority of the population. Therefore, policies aimed at subsidizing EVs may be more effective in stimulating EV sales.

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Which plug-in electric vehicle policies are best? A multi-criteria evaluation framework applied to Canada

Cited by 46 publications

References 52 publications

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

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

Propensity to Choose Electric Vehicles in Cross-Border Alpine Regions

Bass Diffusion Model Adaptation Considering Public Policies to Improve Electric Vehicle Sales—A Brazilian Case Study

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