Abstract
Electric mobility is one of the key technologies that may contribute to tackling externalities especially in the fight against climate change, and consequently in achieving sustainable transportation. Among the different electric vehicle (EV) technologies, battery electric vehicles (BEVs) constitute a strong option for future transportation. Despite the large investments made in the EV industry and the large-scale promotion of electric mobility through several policy measures in the last decade, this market segment is still underrepresented in the total automotive market. The available evidence indicates that there is a remarkable gap between the expectations and experiences in applying the measures. This study investigates the available measures that, directly or indirectly, may contribute to the future success of the BEVs. The authors categorize the available measures (financial incentives, non-financial incentives, disincentives) and highlight the possible cross-effects between them through a descriptive analysis. The main finding of this study is that, as there are synergies between the different measures, decision makers need a complex approach to excavate the market mechanism and implement effective and efficient policy measures.
Highlights
Efforts are being geared towards a low-carbon development pathway for global climate change mitigation to avoid the most severe climate change and keep the global temperature rise below 2 ◦ C, as agreed by nations under the United Nations Framework Conventions on Climate Change (UNFCCC)
While not many studies have directly investigated the motivation for battery electric vehicles (BEVs) adoption by corporate fleet managers, an evidence [47] has attributed the share of BEVs in the Netherlands to the tax exemptions for company cars which are procured as a typical job benefit in many European countries
While a few studies [50,69] could not find a significant correlation between market adoption and access to high occupancy vehicle (HOV) and bus lanes, Kurani et al [70] argued that the benefit and impact of access to these exclusive lanes differ by geographical location depending on the traffic congestion level and the availability of these restrictive lanes for electric vehicle (EV) usage
Summary
Publisher’s Note: MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations. A study has reported that PHEV fuel consumption and tailpipe CO2 emissions during real-world driving, on average, are approximately 2–4 times higher than type-approval values [12] This is attributed to the small battery capacities, underpowered electric motors, and the absence of fast charging capabilities in some models, making it practically difficult for them to be driven properly on zero emission mode. BEVs have high purchase prices, more limited ranges, longer refueling times, and less public infrastructure, i.e., refueling opportunities, compared to fossil-fueled vehicles [13,14,15] These hurdles have necessitated the need for policy instruments and strategies crafted for BEVs to accelerate their uptake compared to other alternative fuel vehicles and increase their market share in the automobile market, to harness the social benefits of GHG (greenhouse gas) emissions reduction in pursuit of sustainable road transportation.
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