Abstract
Transportation accounts for more than 20% of the total Greenouse Gas (GHG) emissions in Canada. Switching from fossil fuels to more environmentally friendly energy sources and to Zero-Emission Vehicles (ZEVs) is a promising option for future transportation but well to wheel emission and charging/refuelling patterns must also be considered. This paper investigates the barriers to and opportunities for electric charging and hydrogen refueling infrastructure incentives in Ontario, Canada and estimates the number of Internal Combustion Engine Vehicles (ICEVs) that would be offset by infrastructure incentives. The paper also assesses the potential of electric and hybrid-electric powertrains to enable GHG reductions, explores the impact of the electricity supply mix for supporting zero-emission vehicles in different scenarios and studies the effect of the utility factor for PHEVs in Ontario. The authors compare the use of electric vehicle charging infrastructures and hydrogen refueling stations regarding overall GHG emission reductions for an infrastructure incentive funded by a 20-million-dollar government grant. The results suggest that this incentive can provide infrastructure that can offset around 9000 ICEVs vehicles using electricity charging infrastructure and 4000–8700 when using hydrogen refuelling stations. Having appropriate limitations and policy considerations for the potential 1.7 million electric-based vehicles that may be in use by 2024 in Ontario would result in 5–7 million tonne GHG avoidances in different scenarios, equivalent to the removal of 1–1.5 million ICEVs from the road.
Highlights
Climate change is one of the most significant environmental challenges the global community faces
Different scenarios are defined to study the impact of electricity supply mix on the Greenhouse Gases (GHG) emissions of different types of vehicles, including, Battery Electric Vehicles (BEVs), Plug-in Hybrid Electric Vehicles (PHEVs) and Fuel Cell Vehicles (FCVs) in Ontario; Assuming that about 1.7 million electric or plug-in hybrid vehicles may be on the road by 2024, the annual GHG emission avoidance for these BEVs/PHEVs is derived; The effect of utility factor for PHEVs in Ontario and the impact of driver behavior on BEVs/PHEVs charging are studied; Hydrogen refueling stations versus electric vehicle charging infrastructure are compared and the resulting reduction in numbers of Internal Combustion Engine Vehicles is calculated
Based on scenario 4 (Emission free based power), the annual GHG emission avoidance is around 8.4 million tonnes (Mt) CO2 eq for BEVs, which is equal to 1.7 million Internal combustion engine vehicles (ICEVs) removal and 5.6 milliontonnes tonnes (Mt) CO2 eq for PHEVs, which corresponds to 1.1–1.7 million Internal Combustion Engine Vehicles (ICEVs) removal
Summary
Climate change is one of the most significant environmental challenges the global community faces. This work discusses and compares the infrastructure incentives used to encourage early adoption of zero-emission light-duty vehicles. For this work such vehicle incentives are assumed to be equal for all ZEVs but are beyond the scope of this specific analysis; they will, will be included in future studies. Electric Vehicles infrastructure support the recharging and refueling of the be required It is within the abilityforofFCVs policy makers charging stations will be for Battery and hydrogen and governments to encourage one technology another through supporting the of refuelling stations. Examines to early infrastructure incentive programs in Ontario designed to support the adoption of ZEVs
Sign-in/Register to view highlights & summary Talk to us
Join us for a 30 min session where you can share your feedback and ask us any queries you have
Schedule a callDisclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.
