Latent demand for zero-emissions vehicles in Canada (Part 2): Insights from a stated choice experiment

Kormos, Christine; Axsen, Jonn; Long, Zoe; Goldberg, Suzanne B.

doi:10.1016/j.trd.2018.10.010

Cited by 52 publications

(25 citation statements)

References 46 publications

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“…'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

183

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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%

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

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

Self Cite

183

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“…The model representing each group of this characteristic individually was compared with the model in (5-8) using the likelihood ratio test. The result of this test was that this model is preferred over the model in (5)(6)(7)(8). The t-tests of these model parameters showed that the null hypothesis that these parameters do not differ cannot be rejected for most of them.…”

Section: Experiencementioning

confidence: 97%

“…Moreover, countries worldwide are trying to decarbonize the transportation sector and so support the purchase and usage of EVs through different forms of incentives [1]. Therefore, authors in studies [2][3][4][5] deal with decision making for purchasing EVs. However, high penetration of the uncontrollably charging EVs can significantly disrupt the balance between generation and consumption in the electric grid, and so auxiliary services would have to be utilized more [6][7][8].…”

Section: Introductionmentioning

confidence: 99%

Definition of Discrete Choice Models of EV Owners Based on Different Socio-Demographic Aspects

Kajanová

Bracinik

2021

Applied Sciences

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With an increasing number of electric vehicles (EVs), their owners’ involvement in the control of electric power systems and their market seems to be the only option for stable operation of future power networks. However, these people usually have little knowledge about power systems’ operation and follow just their interests. Therefore, this paper deals with the decision-making process of EV drivers at the charging station. The paper presents the stated preference survey used to collect the responses to hypothetical scenarios, where respondents chose between three alternatives, namely slow charging, fast charging, and vehicle-to-grid services. The survey also contained questions about respondents’ socio-demographic characteristics, as gender, age, etc. The decision-making prediction models for each socio-demographic characteristic were created using the acquired data. The paper presents the estimated parameters of the attributes affecting the respondents’ choices for the models that allow models’ simple implementation. Knowing these models and the customers’ composition, the operators of the charging stations or the distribution networks could better estimate EV owners’ behavior and so their expected power demand. Moreover, operators could more effectively implement incentives for their customers and affect the customers’ behavior in a way that is suitable for better operation of their power systems.

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“…Model 3 allows us to explore which personal characteristics affect the probability of choosing RNC on-street or in a car-park, whilst Model 4 includes interaction terms between these characteristics and each of the choice attributes to gain further insights into the utility of different attributes for different types of individuals. We followed the approach described in Kormos et al (2019) for the latent class modelling, first segmenting the sample by their preferences and then analysing the probability that individuals with particular characteristics would be in each segment. The latent class model produces different values or coefficients for the attributes and alternatives within the stated choice experiment for each of a pre-set number of segments or classes within the survey sample.…”

Section: Figure 2: Statements Of Perceptions About Current Parking Ci...mentioning

confidence: 99%

Public Residential Charging of Electric Vehicles: an exploration of UK user preferences

Budnitz¹,

Meelen²,

Schwanen³

2022

Preprint

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In this study, we investigate the preferences for private electric vehicle (EV) charging among households without a private residential charging option. We seek to understand which attributes of a residential neighbourhood charging service would offer an attractive substitute to charging an EV on private property overnight, as is most common among existing EV owners. Our stated choice experiment is designed to reflect preferences for parking as well as charging behaviour in order to ground the choices in trade-offs familiar to a target market representative of car drivers who are unlikely to be able to charge at home. Our findings suggest that this target population has different socio-demographic characteristics from the early adopters of EVs, and that therefore their priorities and preferences are different. Whether on-street or in a car park, the local environment in which the EV charging service sits and the experience of walking home after plugging in the vehicle is of primary importance. Some will also value the certainty of an available space over its convenience.

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Latent demand for zero-emissions vehicles in Canada (Part 2): Insights from a stated choice experiment

Cited by 52 publications

References 46 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

Definition of Discrete Choice Models of EV Owners Based on Different Socio-Demographic Aspects

Public Residential Charging of Electric Vehicles: an exploration of UK user preferences

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