Experimental determination of the geographical variations in vehicle fleet composition and consequences for assessing low-emission zones

André, M.; Pasquier, Anaïs; Carteret, Marion

doi:10.1016/j.trd.2018.10.005

Cited by 21 publications

(14 citation statements)

References 4 publications

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“…• Examine the impacts of key performance and financial features regarding ZEVs in Slovenia, Spain, and Poland and cross-compare the most and least important features since vehicle purchasing or renewal varies regarding consumer behaviour, which is different in different geographic areas (Andre et al 2018); • Evaluate the impact of fossil fuel potential price increase and ZEV potential price decrease on customers' demand and willingness to buy ZEVs (it is believed that ZEV demand varies in dependence with fossil fuel prices and the price of alternative powertrains); • Identify three segments of potential ZEV users: "Nogreens" (not interested in ZEVs); "Go-with-the-flow greens" (the largest and most promising segment for car manufacturers); and "Go-greens" (the segment with the highest environmental awareness, already interested in ZEVs and already considering buying or using one in the near future); • Analyse the differences between Slovenia, Spain, and…”

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

“…People would choose low-emission vehicles mainly based on very low running costs rather than any environmental benefit Krupa et al ( 2014 ) USA The realization of expected contributions to sustainability ultimately falls on the consumers’ willingness to purchase the new technology. Climate change awareness also brings a greater willingness to consider buying EVs Barth et al ( 2016 ) Germany The most important feature related to the adoption of EVs is the purchasing price, followed by the oil price Yadav and Pathak ( 2016 ) India Environmental concern emerged as the most significant predictor of green purchase intention McCollum et al ( 2017 ) Not specified Stronger price-based incentives and/or non-price-based measures may be needed to transform the global fleet of passenger vehicles, at least in the initial market phases of novel alternatives Egbue et al ( 2017 ) Not specified It is also important that any engineering and technology background is identified in a potential user since they are more open to buying EVs than the general public is Andre et al ( 2018 ) France (Paris) Consumer behaviour can be different in different geographic areas Lina and Wu ( 2018 ) China (Beijing, Shanghai, Guangzhou, and Shenzhen) Attitude factors such as network externality, price acceptability, government subsidies, vehicle performance, environmental concerns, and demographic characteristics such as gender, age, and marital status have significant impact on respondents’ willingness to purchase electric vehicles Zhou et al ( 2019 ) China Taxation preference had better performance in incentivizing EVs than the direct subsidy, which is contrary to current political discourses Makarova et al ( 2019 ) Russia Technological forecasts based on ZEV-related research are also crucial for top managers of industry-leading carmakers, who steer the automotive industry towards a transition to a more sustainable future Amatulli et al ( ...…”

Section: Introductionmentioning

confidence: 99%

“…To define and set an appropriate mix of measures within promotion policies for greater use of ZEVs, countries’ specifics, consumer segmentation, and acceptance of different promotional measures must first be examined and well understood. This paper’s objectives are, therefore, to achieve the following: Examine the impacts of key performance and financial features regarding ZEVs in Slovenia, Spain, and Poland and cross-compare the most and least important features since vehicle purchasing or renewal varies regarding consumer behaviour, which is different in different geographic areas (Andre et al 2018 ); Evaluate the impact of fossil fuel potential price increase and ZEV potential price decrease on customers’ demand and willingness to buy ZEVs (it is believed that ZEV demand varies in dependence with fossil fuel prices and the price of alternative powertrains); Identify three segments of potential ZEV users: “No-greens” (not interested in ZEVs); “Go-with-the-flow greens” (the largest and most promising segment for car manufacturers); and “Go-greens” (the segment with the highest environmental awareness, already interested in ZEVs and already considering buying or using one in the near future); Analyse the differences between Slovenia, Spain, and Poland as EU member states in different geographical areas of the EU to propose the most appropriate promotional policies and measures for the greater implementation of ZEVs. …”

Section: Introductionmentioning

confidence: 99%

“…Examine the impacts of key performance and financial features regarding ZEVs in Slovenia, Spain, and Poland and cross-compare the most and least important features since vehicle purchasing or renewal varies regarding consumer behaviour, which is different in different geographic areas (Andre et al 2018 );…”

Section: Introductionmentioning

confidence: 99%

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Features influencing policy recommendations for the promotion of zero-emission vehicles in Slovenia, Spain, and Poland

Knez

Jereb

Gago

et al. 2020

Clean Techn Environ Policy

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To make society more sustainable, cleaner transportation technologies, such as zero-emission vehicles and sustainable mobility, are being investigated, promoted, and supported by different policy measures. The emphasis of this paper is determining the zero-emission vehicle features that can influence specific policy recommendations; this understanding can boost zeroemission vehicle use as a potential cleaner transportation technology among different consumer segments in different EU member states. A customer-oriented study of over 1500 Slovenians, Spaniards, and Poles revealed the most relevant zeroemission vehicle-purchasing features are: (a) vehicle price and (b) fuel economy. The percentage of potential zero-emission vehicle buyers is said to rise to 80% should the price of electric cars decrease and fuel price increase accordingly, i.e. by 30% and 50%, respectively. Concerning the car price, Slovenian and Polish consumers' preferences are similar, and 40% of them (and up to 85% of Spaniards) would consider buying one if the price drops by 25%. Women in all three studied countries are more interested in zero-emission vehicles than men are. Different policies should be used in Poland, where people are not as interested in zero-emission vehicles as Spanish and Slovenian consumers are. Customer segmentation in all three groups pointed out that Poland has the highest share (19%) of "No-green" consumers, whereas Spain has the highest share (60%) of "Go-green" consumers, i.e. consumers who would consider buying a zero-emission vehicle in the foreseeable future.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Features influencing policy recommendations for the promotion of zero-emission vehicles in Slovenia, Spain, and Poland

Knez

Jereb

Gago

et al. 2020

Clean Techn Environ Policy

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Spatial and territorial developments for life cycle assessment applied to urban mobility—case study on Lyon area in France

François

Gondran

Nicolas

2021

Int J Life Cycle Assess

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PurposeThe environmental assessment of urban mobility, defined as the movement of people in an urban area, exceeds the scope of transportation Life Cycle Assessment (LCA) with spatial, territorial and even social considerations. The objective of this study is to develop an original interdisciplinary method based on LCA coupled with a Land-Use and Transport Interaction (LUTI) model to better consider spatial and territorial dimensions in an environmental assessment of urban mobility. Methods Spatial and territorial issues emerge in all LCA stages for urban mobility and this study illustrates them with an application on the Lyon urban area. To consider most individual daily trips, the geographical boundary is related to the area of influence of the city and the functional boundary includes all transportation modes, with motorized, public and non-motorized transports. The Life Cycle Inventories (LCIs) combined EcoInvent 3.2 inventories with a specific LUTI model, named SIMBAD, local mobility surveys and an emissions and consumptions model (COPERT5). These refinements allow a spatial environmental impacts assessment of urban mobility, expressed per inhabitant per day, at different residential locations and open opportunities to develop precise assessment methods for local air pollutants with detailed description on both population and pollution concentrations. Results and discussionAt territorial scale, this study highlights the major contribution to environmental impacts from private cars (around 90%) and the relevance to consider fuel, vehicle and infrastructure life cycles in a mobility assessment. Spatial interpretations show important variability in function of residential locations and urban form characteristics related to different mobility behaviours, distance travelled and transport technologies used. Through the proposed assessment method for local air pollution impacts on human health, hotspots are revealed in the urban area, especially in the urban centre or along main road axes. In order to test our methodology and open discussions on mobility solutions, two contrasted scenarios are explored on compact city and vehicle electrification both presenting impact transfers between global indicators or with the air pollution exposure indicator. Conclusions Urban mobility and its related environmental burden are not only related to technological choices but are also related to spatial characteristics and territorial context. The combination of urban and spatial tools and data, such as LUTI model, with the LCA methodology improves the local representativeness of environmental assessment of mobility and enlarges the ranges of analysis and perspective. Nonetheless, improvements remain to be made in relation to ongoing developments on Spatialized and Territorial LCA.

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The environmental justice implications of the Paris low emission zone: a health and economic impact assessment

Moreno

Schwarz

Host

et al. 2022

Air Qual Atmos Health

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Background Reducing the mortality burden associated with urban air pollution constitutes a public health priority, and evidence of unequal exposure and susceptibility across population subgroups is growing. Many European countries have implemented low emission zones (LEZs) in densely populated city centers. Although LEZs decrease air pollution exposure and health impacts, evidence is lacking on their impact across neighborhoods and socio-economic groups. Objectives The aim of this study was to evaluate the most equitable approach to implementing the second phase of the LEZ in Paris, France. We also present a literature review of the studies evaluating the benefits associated with LEZs in Europe. Methods A health impact assessment (HIA) was conducted to quantify changes in air pollution exposure and expected health benefits by socioeconomic group and neighborhood related to four hypothetical scenarios for the second phase of the LEZ based on French Deprivation Index scores. The study focused on NO2 and PM2.5 as air pollutants and evaluated the impact of the LEZ on the inequitable burden of childhood asthma and all-cause premature adult mortality. We also conducted an economic evaluation associated with the LEZ benefits on prevented deaths and asthma cases. Results The scenario with the largest LEZ perimeter and the most stringent vehicle standards prevented the highest number of cases and produced the most equitable distribution of health benefits, especially childhood asthma. It is expected that 810 deaths and 3200 cases of asthma could be prevented from the LEZ extension in this scenario. These results were distributed heterogeneously across three socioeconomic (SES) groups, most noticeably with asthma cases as 230, 180, and 210 cases were avoided per 100,000 inhabitants in high, medium, and low SES groups, respectively. We found substantial economic benefits associated with LEZ, with estimates ranging from €0.76 billion to €2.36 billion for prevented deaths. The benefits associated with asthma reduction ranged from €2.3 million to €8.3 million. Discussion Conducting HIAs with a focus on equity will further inform policy makers of the impact of LEZ models on air pollution, health, and environmental justice. Developing these systematic methods and applying them to future LEZs and other air pollution policies will increase their effectiveness to reduce the burden of ambient air pollution on society and the environment.

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Experimental determination of the geographical variations in vehicle fleet composition and consequences for assessing low-emission zones

Cited by 21 publications

References 4 publications

Features influencing policy recommendations for the promotion of zero-emission vehicles in Slovenia, Spain, and Poland

Features influencing policy recommendations for the promotion of zero-emission vehicles in Slovenia, Spain, and Poland

Spatial and territorial developments for life cycle assessment applied to urban mobility—case study on Lyon area in France

The environmental justice implications of the Paris low emission zone: a health and economic impact assessment

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