Zero Emission Vehicle

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Daniel Sperling - One of the best experts on this subject based on the ideXlab platform.

  • Car manufacturers’ changing political strategies on the ZEV mandate
    Transportation Research Part D: Transport and Environment, 2014
    Co-Authors: Joeri H. Wesseling, Daniel Sperling, Jacco Farla, Marko P. Hekkert
    Abstract:

    Abstract We ask how incumbent car manufacturers and their political coalitions changed their political strategy with respect to the Californian Zero Emission Vehicle mandate over the period 2000–2013. Building on the Corporate Political Activities literature we conceptualize firms’ political strategies and their underlying tactics and actions. Our longitudinal case study builds on a dataset comprising governmental reports, documents, and public hearing transcripts, letters from industry, and complementary interviews with stakeholders. We find that car manufacturers became less defensive over time and more proactive and compliant in their political strategies towards the Zero Emission Vehicle mandate. Car manufacturers’ coalitions on the other hand, remain relatively defensive in their political actions as they continue to do the manufacturers’ “dirty work”. We provide insights in the Corporate Political Activities used to influence policymakers. To deal with industry opposition to policy interventions, our research suggests that policy makers might focus their interaction with industry on individual firms instead of industry associations, craft policies that stimulate competition between firms to break apart their closed industry front, and complement technology-forcing policies with demand-pull initiatives.

  • the origin of california s Zero Emission Vehicle mandate
    Transportation Research Part A-policy and Practice, 2008
    Co-Authors: Gustavo O. Collantes, Daniel Sperling
    Abstract:

    The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy,

  • The origin of California’s Zero Emission Vehicle mandate
    2008
    Co-Authors: Daniel Sperling, Gustavo O. Collantes
    Abstract:

    The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy, and political circumstances created a window of opportunity that led to the adoption of this policy. We expect the conclusions of our analysis to be useful to other policy debates that involve technological innovation. 2008 Elsevier Ltd. All rights reserved.

  • the origin of californiaâ s Zero Emission Vehicle mandate
    Research Papers in Economics, 2008
    Co-Authors: Daniel Sperling, Gustavo O. Collantes
    Abstract:

    The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy, and political circumstances created a window of opportunity that led to the adoption of this policy. We expect the conclusions of our analysis to be useful to other policy debates that involve technological innovation. 2008 Elsevier Ltd. All rights reserved.

  • The origin of California’s Zero Emission Vehicle mandate
    Transportation Research Part A: Policy and Practice, 2008
    Co-Authors: Gustavo O. Collantes, Daniel Sperling
    Abstract:

    The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy,

Susan Shaheen - One of the best experts on this subject based on the ideXlab platform.

  • Zero-Emission Vehicle exposure within U.S. carsharing fleets and impacts on sentiment toward electric-drive Vehicles
    Transport Policy, 2019
    Co-Authors: Susan Shaheen, Elliot Martin, Hannah Totte
    Abstract:

    Abstract Reducing carbon Emissions from the United States (U.S.) transportation sector has emerged as a priority action to combat climate change. Carsharing and Zero-Emission Vehicles (ZEVs) could be integral to creating a more sustainable transportation system. This paper presents the results of a study that evaluated the impacts of ZEV exposure on U.S. carsharing users. Surveys were administered to control and experimental groups of carsharing members that used shared plug-in electric Vehicles (PHEVs) or electric Vehicles (EVs). Results showed that users who drove shared PHEVs or EVs more frequently were more likely to exhibit improved ZEV opinions. The population of respondents that used shared EVs and PHEVs were also more likely to recommend that others try driving a ZEV. The results suggest that exposure to PHEVs or EVs through carsharing increased a user's reported likeliness to purchase a ZEV in the future. The experimental group, who employed shared PHEVs or EVs, was more likely to indicate that their next Vehicle purchase will be a PHEV or EV than the control group. Collectively, the results suggest that temporary exposure to ZEVs through carsharing improves perceptions that may lead to an expanded ZEV market share.

  • Zero- and Low-Emission Vehicles in U.S. Carsharing Fleets: Impacts of Exposure on Member Perceptions
    2015
    Co-Authors: Susan Shaheen, Elliott W Martin, Apaar Bansal
    Abstract:

    The California Zero-Emission Vehicle (ZEV) Mandate, adopted in 1990, was aimed at increasing the sale and dissemination of low- or Zero-Emission Vehicles throughout California. ZEVs include plug-in hybrid Vehicles (PHVs) and all-electric Vehicles. In 2001, additional credits were allotted in return for placing ZEVs into transportation networks such as carsharing fleets. This policy is set to end in 2018. The white paper presents the results of a study that evaluated the impacts of ZEV exposure on carsharing users in the United States. Results of a survey support the proposal that exposure to PHVs or EVs through carsharing has influenced customer ZEV perceptions to be more positive and increased the likelihood for an individual to buy a ZEV. The data also suggest that certain socioeconomic groups, such as younger people and women, are more interested in purchasing these Vehicles after using them in carsharing.

  • California's Zero-Emission Vehicle Mandate
    2004
    Co-Authors: Susan Shaheen
    Abstract:

    To reduce transportation Emissions and energy consumption, policy makers typically employ one of two approaches—changing technology or changing behavior. These strategies include demand management tools, such as ridesharing and Vehicle control technologies that involve cleaner fuels and fuel economy. Despite the benefits of a combined policy approach, these strategies are normally employed separately. Nevertheless, they have been linked occasionally, for instance in the electric station car programs of the 1990s. station cars are Vehicles used by transit riders at the start or end of a trip. In 1990, the California Air Resources Board (CARB) focused on reducing clean Vehicles through its Zero-Emission Vehicle (ZEV) Mandate. In 1998, significant flexibility was introduced through partial ZEV credits for very-low-Emission Vehicles. In 2000, CARB left the ZEV mandate intact, but began considering new approaches including stations cars and carsharing. Carsharing is the short-term use of a shared-use Vehicle fleet. In January 2001, recognizing the potential for station cars and carsharing to further improve air quality by reducing Vehicle miles traveled—particularly with transit linkages—CARB proposed additional ZEV credits for Vehicles in such programs. Thus, the mandate would formally link demand management and clean Vehicles. Explored are carsharing and station car developments, lessons learned, the ZEV mandate, and the proposed credit structure. Finally, policy and research recommendations are discussed for enhancing the success and effect of this combined approach.

  • california s Zero Emission Vehicle mandate
    Institute of Transportation Studies, 2004
    Co-Authors: Susan Shaheen
    Abstract:

    Author(s): Shaheen, Susan | Abstract: To reduce transportation Emissions and energy consumption, policy makers typically employ one of two approaches—changing technology or changing behavior. These strategies include demand management tools, such as ridesharing and Vehicle control technologies that involve cleaner fuels and fuel economy. Despite the benefits of a combined policy approach, these strategies are normally employed separately. Nevertheless, they have been linked occasionally, for instance in the electric station car programs of the 1990s. station cars are Vehicles used by transit riders at the start or end of a trip. In 1990, the California Air Resources Board (CARB) focused on reducing clean Vehicles through its Zero-Emission Vehicle (ZEV) Mandate. In 1998, significant flexibility was introduced through partial ZEV credits for very-low-Emission Vehicles. In 2000, CARB left the ZEV mandate intact, but began considering new approaches including stations cars and carsharing. Carsharing is the short-term use of a shared-use Vehicle fleet. In January 2001, recognizing the potential for station cars and carsharing to further improve air quality by reducing Vehicle miles traveled—particularly with transit linkages—CARB proposed additional ZEV credits for Vehicles in such programs. Thus, the mandate would formally link demand management and clean Vehicles. Explored are carsharing and station car developments, lessons learned, the ZEV mandate, and the proposed credit structure. Finally, policy and research recommendations are discussed for enhancing the success and effect of this combined approach.

  • california s Zero Emission Vehicle mandate linking clean fuel cars carsharing and station car strategies
    Transportation Research Record, 2002
    Co-Authors: Susan Shaheen, John J Wright, Daniel Sperling
    Abstract:

    To reduce transportation Emissions and energy consumption, policymakers typically employ one of two approaches – changing technology or changing behavior. These strategies include demand management tools, such as ridesharing and Vehicle control technologies – cleaner fuels and fuel economy. Despite the benefits of a combined policy approach, these strategies are normally employed separately. Nevertheless, they have been linked occasionally, for instance in the electric station car programs of the 1990s. Station cars are Vehicles used by transit riders at the start or end of a trip. In 1990, the California Air Resources Board (CARB) focused on reducing mobile air pollution by mandating that automakers introduce clean Vehicles through its Zero Emission Vehicle (ZEV) Mandate. In 1998, significant flexibility was introduced through Partial ZEV credits for very low Emission Vehicles. In 2000, CARB left the ZEV Mandate intact, but began considering new approaches, including station cars and carsharing. Carsharing is the short-term use of a shared-use Vehicle fleet. In January 2001, recognizing the potential for station cars and Carsharing to further improve air quality by reducing Vehicle miles traveled – particularly with transit linkages – CARB proposed additional ZEV credits for Vehicles in such programs. Thus, the mandate would formally link demand management and clean Vehicles. This paper explores carsharing and station car developments, lessons learned, the ZEV mandate, and the proposed credit structure. Finally, the authors conclude with policy and research recommendations for enhancing the success and impact of this combined approach.

John J Wright - One of the best experts on this subject based on the ideXlab platform.

  • california s Zero Emission Vehicle mandate linking clean fuel cars carsharing and station car strategies
    Transportation Research Record, 2002
    Co-Authors: Susan Shaheen, John J Wright, Daniel Sperling
    Abstract:

    To reduce transportation Emissions and energy consumption, policymakers typically employ one of two approaches – changing technology or changing behavior. These strategies include demand management tools, such as ridesharing and Vehicle control technologies – cleaner fuels and fuel economy. Despite the benefits of a combined policy approach, these strategies are normally employed separately. Nevertheless, they have been linked occasionally, for instance in the electric station car programs of the 1990s. Station cars are Vehicles used by transit riders at the start or end of a trip. In 1990, the California Air Resources Board (CARB) focused on reducing mobile air pollution by mandating that automakers introduce clean Vehicles through its Zero Emission Vehicle (ZEV) Mandate. In 1998, significant flexibility was introduced through Partial ZEV credits for very low Emission Vehicles. In 2000, CARB left the ZEV Mandate intact, but began considering new approaches, including station cars and carsharing. Carsharing is the short-term use of a shared-use Vehicle fleet. In January 2001, recognizing the potential for station cars and Carsharing to further improve air quality by reducing Vehicle miles traveled – particularly with transit linkages – CARB proposed additional ZEV credits for Vehicles in such programs. Thus, the mandate would formally link demand management and clean Vehicles. This paper explores carsharing and station car developments, lessons learned, the ZEV mandate, and the proposed credit structure. Finally, the authors conclude with policy and research recommendations for enhancing the success and impact of this combined approach.

  • CALIFORNIA'S Zero-Emission Vehicle MANDATE: LINKING CLEAN-FUEL CARS, CARSHARING, AND STATION CAR STRATEGIES
    Transportation Research Record, 2002
    Co-Authors: Susan Shaheen, John J Wright, Daniel Sperling
    Abstract:

    To reduce transportation Emissions and energy consumption, policy makers typically employ one of two approaches—changing technology or changing behavior. These strategies include demand management tools, such as ridesharing and Vehicle control technologies that involve cleaner fuels and fuel economy. Despite the benefits of a combined policy approach, these strategies are normally employed separately. Nevertheless, they have been linked occasionally, for instance in the electric station car programs of the 1990s. Station cars are Vehicles used by transit riders at the start or end of a trip. In 1990, the California Air Resources Board (CARB) focused on reducing mobile air pollution by mandating that automakers introduce clean Vehicles through its Zero-Emission Vehicle (ZEV) Mandate. In 1998, significant flexibility was introduced through partial ZEV credits for very-low-Emission Vehicles. In 2000, CARB left the ZEV mandate intact, but began considering new approaches, including station cars and carsharing...

  • partial zev credits an analysis of the california air resources board lev ii proposal to allow non zev s to earn credit toward the 10 zev requirement of 2003
    1998
    Co-Authors: David J. Friedman, John J Wright, Daniel Sperling, Andrew Burke, Robert M Moore
    Abstract:

    In November 1997, the California Air Resources Board proposed modifying the Zero Emission Vehicle (ZEV) mandate such that certain Vehicles with measurable tailpipe Emissions would be allowed to earn partial credit toward the 10% requirement of 2003. This proposed change in the ZEV mandate would provide automakers with greater incentive to bring a broad range of very low-emitting Vehicles to market, and would reduce the need to sell as many battery electric Vehicles. Partial credits would be given to Vehicles with very low tailpipe Emissions, all-electric driving capability, and that use inherently clean fuels. Even very clean-burning gasoline Vehicles could earn credits. This report describes the proposed methods and conditions for granting partial ZEV credits, along with illustrative examples. The implications of the proposed changes are analyzed, and the view of different stakeholders briefly characterized.

Jonn Axsen - One of the best experts on this subject based on the ideXlab platform.

  • The role of charging and refuelling infrastructure in supporting Zero-Emission Vehicle sales
    Transportation Research Part D: Transport and Environment, 2020
    Co-Authors: Amy Miele, Jonn Axsen, Michael Wolinetz, Elicia Maine, Zoe Long
    Abstract:

    Abstract Widespread uptake of battery electric, plug-in hybrid, and hydrogen fuel-cell Vehicles (collectively Zero-Emissions Vehicles or ZEVs) could help many regions achieve deep greenhouse gas mitigation goals. Using the case of Canada, this study investigates the extent to which increasing ZEV charging and refuelling availability may boost ZEV sales relative to other ZEV-supportive policies. We adapt a version of the Respondent-based Preferences and Constraints (REPAC) model using 2017 survey data from 1884 Canadian new Vehicle-buyers to simulate the sales impacts of increasing electric Vehicle charging access at home, work, public destinations, and on highways, as well as increasing hydrogen refuelling station access. REPAC is built from a stated preference choice model and represents constraints in supply and consumer awareness, as well as dynamics in ZEV policy out to 2030. Results suggest that new ZEV market share from 2020 to 2030 does not substantially benefit from increased infrastructure. Even when electric charging and hydrogen refuelling access are simulated to reach “universally” available levels by 2030, ZEV sales do not rise by more than 1.5 percentage points above the baseline trajectory. On the other hand, REPAC simulates ZEV market share rising as high as 30% by 2030 with strong ZEV-supportive policies, even without the addition of charging or refuelling infrastructure. These findings stem from low consumer valuation of infrastructure found in the stated preference model. Results suggest that achieving ambitious ZEV sale targets requires a comprehensive suite of policies beyond a focus on charging and refueling infrastructure.

  • The role of a low carbon fuel standard in achieving long-term GHG reduction targets
    Energy Policy, 2018
    Co-Authors: Justin Lepitzki, Jonn Axsen
    Abstract:

    A low carbon fuel standard (LCFS) has been implemented in several regions to reduce the well-to-wheel carbon content of transportation fuels. This study explores the potential role of an LCFS in achieving deep, long-term greenhouse gas (GHG) reduction targets in a region’s transportation sector, when implemented with other climate policies such as fuel economy regulations, a Zero Emission Vehicle mandate, and carbon pricing. We develop a dynamic Vehicle adoption model coupled with a fuel supply optimization model, applied to the personal and freight Vehicle sectors in British Columbia, Canada. Results demonstrate that a combination of the most stringent policies is required to achieve 2050 GHG targets, including an LCFS. Further, the LCFS appears to be complementary to the other modeled policies, resulting in incremental GHG reductions in all modeled policy scenarios. The LCFS has an additive but lower impact in the personal Vehicle sector, where a Zero Emission Vehicle mandate induces a substantial transition to low carbon fuels without the LCFS. LCFS impacts are larger in the freight sector, where a switch to Zero Emission Vehicles does not necessarily cut GHGs. Overall, with careful policy design, the LCFS could play an important role in decarbonizing the transportation sector.

Zoe Long - One of the best experts on this subject based on the ideXlab platform.

  • The role of charging and refuelling infrastructure in supporting Zero-Emission Vehicle sales
    Transportation Research Part D: Transport and Environment, 2020
    Co-Authors: Amy Miele, Jonn Axsen, Michael Wolinetz, Elicia Maine, Zoe Long
    Abstract:

    Abstract Widespread uptake of battery electric, plug-in hybrid, and hydrogen fuel-cell Vehicles (collectively Zero-Emissions Vehicles or ZEVs) could help many regions achieve deep greenhouse gas mitigation goals. Using the case of Canada, this study investigates the extent to which increasing ZEV charging and refuelling availability may boost ZEV sales relative to other ZEV-supportive policies. We adapt a version of the Respondent-based Preferences and Constraints (REPAC) model using 2017 survey data from 1884 Canadian new Vehicle-buyers to simulate the sales impacts of increasing electric Vehicle charging access at home, work, public destinations, and on highways, as well as increasing hydrogen refuelling station access. REPAC is built from a stated preference choice model and represents constraints in supply and consumer awareness, as well as dynamics in ZEV policy out to 2030. Results suggest that new ZEV market share from 2020 to 2030 does not substantially benefit from increased infrastructure. Even when electric charging and hydrogen refuelling access are simulated to reach “universally” available levels by 2030, ZEV sales do not rise by more than 1.5 percentage points above the baseline trajectory. On the other hand, REPAC simulates ZEV market share rising as high as 30% by 2030 with strong ZEV-supportive policies, even without the addition of charging or refuelling infrastructure. These findings stem from low consumer valuation of infrastructure found in the stated preference model. Results suggest that achieving ambitious ZEV sale targets requires a comprehensive suite of policies beyond a focus on charging and refueling infrastructure.