Low Emission Vehicles Research Articles

Reducing CO2 Emissions from Land Transport Sector in Indonesia: Case Study Automobiles Sector

Indonesia land transportation sector has the largest share of final energy consumption, which is 88%, followed by air transportation 9%, sea transportation 2%, river transportation 1%, and the rest is rail transportation that is still very little. This paper presents policy mix analysis which can contribute for achieving 29% of CO2 reduction target in Automobiles Sector up to 2030. The result showed that by 2030, automobiles unit in operation (UIO) will achieve 32 million units and emit 114 mega ton CO2 emission. By introduction of policy mix such as aged vehicle reduction, alternative fuel vehicle (AFV) promotion, Biofuel promotion and low carbon emission vehicle (LCEV) promotion, it can reduce up to 29.6 mega ton, which is around 26% reduction from total.

Charging Drivers by the Pound: How Does the UK Vehicle Tax System Affect CO2 Emissions?

Policymakers have been considering vehicle and fuel taxes to reduce transportation greenhouse gas emissions, but there is little evidence on the relative efficacy of these approaches. We examine an annual vehicle registration tax, the vehicle excise duty (VED), which is based on carbon emissions rates. The UK first adopted the system in 2001 and made substantial changes to it in the following years. Using a highly disaggregated dataset at the trim-variant level of UK registrations and characteristics of new cars, we estimate the effect of the VED on new vehicle registrations and their carbon emissions. The VED increased the adoption of low-emissions vehicles and discouraged the purchase of very polluting vehicles, but it had a small effect on aggregate emissions. Using the empirical estimates, we compare the VED with two hypothetical taxes: a tax proportional to carbon emissions per kilometer, and a carbon tax. The VED reduces total emissions from new cars twice as much as the emissions rate tax but by half as much as the emissions tax. Much of the advantage of the emissions tax arises from adjustments in miles driven, rather than the composition of the new car sales.

Optimal autonomous mobile robot motion planning for green logistics

In 2017, CO2 emissions from logistics activities is 0.82 million tons across the world. Introduction of low exhaust emission vehicles, reduction in transportation distance, introduction of electrical vehicles, improvement in load factor, reduction in cost, fast delivery are goals of green logistics. To accomplish these goals, Autonomous mobile robots are good choice. This paper proposes a good method for improving the performance of a warehouse robot by a multi objective optimal motion planning. Wheeled mobile robot is considered. Two multi objective optimisation algorithms [elitist non-dominated sorting genetic algorithm (NSGA-II) and multi objective differential evolution (MODE)] are used. A cubic NURBS curve constructs the robot path. Four multi objective performance metrics and two methods are utilised to examine the performance of MODE and NSGA-II algorithms. The results from a numerical simulation proved that the suggested method is a good idea to improve the green warehouse operations and to do necessary automation.

Optimal autonomous mobile robot motion planning for green logistics

In 2017, CO2 emissions from logistics activities is 0.82 million tons across the world. Introduction of low exhaust emission vehicles, reduction in transportation distance, introduction of electrical vehicles, improvement in load factor, reduction in cost, fast delivery are goals of green logistics. To accomplish these goals, Autonomous mobile robots are good choice. This paper proposes a good method for improving the performance of a warehouse robot by a multi objective optimal motion planning. Wheeled mobile robot is considered. Two multi objective optimisation algorithms [elitist non-dominated sorting genetic algorithm (NSGA-II) and multi objective differential evolution (MODE)] are used. A cubic NURBS curve constructs the robot path. Four multi objective performance metrics and two methods are utilised to examine the performance of MODE and NSGA-II algorithms. The results from a numerical simulation proved that the suggested method is a good idea to improve the green warehouse operations and to do necessary automation.

Taking Flight

What started out as a low-emissions vehicle project at the UK’s Coventry University has developed into a fledgling car manufacturer with plans to build a niche, low-volume, all-electric sports car

Developing and procuring London’s highway infrastructure to enable an electric future

Over 9000 Londoners may die early every year from toxic air. Transport is a major contributor to the problem, so the city plans to become Europe’s ultra-low-emissions vehicle capital and achieve zero transport emissions by 2050. However, to do so means overcoming a profound barrier to low-emission vehicle uptake: the availability of electric vehicle charging infrastructure. This paper describes how a government-funded scheme is helping London’s boroughs install over 1000 charge points across the city by the end of 2020.

How Do Travellers Respond to Health and Environmental Policies to Reduce Air Pollution?

Despite the various measures taken to reduce air pollution in France, the French continue to use high-emission vehicles. We propose to evaluate the Willingness To Pay (WTP) for four means of transport: two high-emission vehicles (diesel taxi and diesel personal vehicle) and two low-emission vehicles (rented electric vehicle and public transport). Successive messages revealing the effects of air pollution on health and the environment are provided to individuals in a different order. The information conveyed changes both of the WTP of individuals and of their choices. However, the use of high-emission vehicles has not diminished, personal vehicles remain the most popular. Using data collected from our survey, a multinomial logit model is used to determine individual choices. We find that improving individuals' confidence in air pollution recommendations would be a good way to lead them to choose low-emission rather than high-emission means of transport. Moreover, these estimates also indicate that individuals who attach great importance to comfort are less likely to choose low-emission vehicles than those who value price above other factors. Individual interest can therefore prevail over collective interest, thus verifying the theory of the tragedy of the commons. Different policies (taxes, subsidies, or standard) to encourage people to adopt low-emission vehicles are then tested.

Greening the vehicle fleet: Norway's CO2-Differentiated registration tax

In 2007, Norway established its vehicle registration tax linked to vehicle CO2 intensities. In 2009, the tax was modified to a feebate structure but maintained its link to CO2 intensities. Using a panel dataset to exploit the quasi-experimental tax reforms, we estimate that a 1000-NOK (125-USD) tax increment reduces new vehicle sales by 1.06–1.58%. This result yields an elasticity of average CO2 intensity to CO2 price (implied by the tax) of −0.06. With a pass-through of the tax to car prices of 88%, the resulting elasticity of average CO2 intensity to average car price is −0.53. Thus, the tax significantly shifts consumers toward lower-emission vehicles. Our counterfactual simulations suggest that high-emission vehicle segments lose market shares and become less CO2 intensive, while low-emission vehicle segments gain market shares.

The development of low-emission public urban transport in Poland

Abstract The aim of the paper is to identify the main factors and mechanisms behind the development of low-emission public transport vehicles in Polish cities. This innovation is primarily connected with growing environmental requirements for transport, with the EU environmental and transport policies being the key factors. However, strategies of local governments and municipal transport companies as well as the organization of urban transport - which differs significantly between cities - also play an important role. Three basic types of approach towards low-emission buses can be observed in Polish cities: tests of electric and hybrid vehicles, purchases of small quantities of buses in order to implement new solutions, and finally attempts to replace the majority or even the entire transport fleet with low-emission vehicles. It should be emphasised that an important element which affects the development of low emission public urban transport in Poland is the fact that the country has become one of the main bus producers in Europe - a fact which is a result of both large-scale foreign investments and the success of Polish manufacturers.

Scenario-based economic and environmental analysis of clean energy incentives for households in Canada: Multi criteria decision making approach

Abstract Household energy consumption and carbon footprints change with household characteristics such as type of residence, energy system performance, vehicle performance, and users' behavioral patterns. Accordingly, alternative energy technologies, such as clean electricity, hydrogen fuel cells, and energy efficient interventions, are being adopted in many parts of the world to reduce the residential, industrial, and transportation emissions. This paper presents a comprehensive research framework to identify the most desirable building retrofits and incentive schemes for Canadian households. Globally available incentive policies for low-emission vehicles and locally available retrofit options for single-family detached houses were identified during this study. A decision support tool based on life cycle thinking was developed to assess economic parameters, such as capital investment and annualized consumer cost, and environmental parameters such as greenhouse gas emissions. In order to rank and select the most desirable building retrofit, the TOPSIS ranking method was used. The linear programing graphical method was used to select the best incentive policy for low-emission vehicles. Finally, scenario analysis was used to compare different households based on regional economic and environmental characteristics. Provinces which have low-emission electricity grids such as Manitoba, British Columbia, and Quebec can primarily focus on incentives for electrified transportation. Additionally, the incentives for retrofits such as greener appliances and heating, ventilation, and air conditioning systems would also significantly reduce building carbon footprint. Conventional residential buildings with fossil fuel vehicles are more desirable for provinces like Saskatchewan, Alberta, and Nova Scotia which have high-emission electricity grids. Based on the outcomes of this research, a scientific incentive planning and management approach considering regional economic and environmental characteristics was introduced.

Framing policy on low emissions vehicles in terms of economic gains: Might the most straightforward gain be delivered by supply chain activity to support refuelling?

A core theme of the UK Government's new Industrial Strategy is exploiting opportunities for domestic supply chain development. This extends to a special ‘Automotive Sector Deal’ that focuses on the shift to low emissions vehicles (LEVs). Here attention is on electric vehicle and battery production and innovation. In this paper, we argue that a more straightforward gain in terms of framing policy around potential economic benefits may be made through supply chain activity to support refuelling of battery/hydrogen vehicles. We set this in the context of LEV refuelling supply chains potentially replicating the strength of domestic upstream linkages observed in the UK electricity and/or gas industries. We use input-output multiplier analysis to deconstruct and assess the structure of these supply chains relative to that of more import-intensive petrol and diesel supply. A crucial multiplier result is that for every £1million of spending on electricity (or gas), 8 full-time equivalent jobs are supported throughout the UK. This compares to less than 3 in the case of petrol/diesel supply. Moreover, the importance of service industries becomes apparent, with 67% of indirect and induced supply chain employment to support electricity generation being located in services industries. The comparable figure for GDP is 42%.

Impacts of a super credit policy on electric vehicle penetration and compliance with China's Corporate Average Fuel Consumption regulation

A super credit policy provides favorable accounting rules for extremely low emission vehicles under several passenger vehicle fuel economy regulations. This policy was initially designed to promote promising advanced technologies complying with fleet-wide fuel economy regulations so that these technologies could achieve cost-effective breakeven points. The favorable multipliers offered range from 3.5 to 1.33 in the various fuel economy regulations by the year 2021. Under China's Corporate Average Fuel Consumption regulation, two types of super credit schemes are designed in the Phase IV Corporate Average Fuel Consumption regulation through 2020. One is the fuel-efficient vehicle super credit for vehicles with fuel consumption rates below the threshold of 2.8 L/100 km. Another is the new energy vehicle super credit for battery electric vehicles and plug-in hybrid electric vehicles. However, the effectiveness of this incentive in promoting electric vehicles and the optimal size of the multiplier are not well understood. This paper analyzes the impacts of the super credit policy from the perspective of automakers. A mathematical model based on combinational optimization is established to describe an automaker's decision-making process, and a genetic algorithm is employed to solve this problem. The conventional and plug-in hybrid electric vehicles cost-effectiveness frontier curves are fitted to illustrate the principle of new energy vehicle and fuel-efficient vehicle super credit schemes. Various multipliers of new energy vehicle and fuel-efficient vehicle super credit policy scenarios are simulated under the 2020 and 2025 Corporate Average Fuel Consumption targets. By analyzing the impact of the policy on the reduction of compliance costs, the super credit multiplier, the cost and the fuel consumption rates reduction effect are found to be the determining factors. The results confirm that the multiplier and China's super credit policy scheme will be effective by 2020, under which plug-in hybrid electric vehicles would account for 7.8% of the fleet at a cost of 6.6% Corporate Average Fuel Consumption target impairment. Under the assumed next phase of regulation by the year 2025, the optimal multipliers for the new energy vehicle and fuel-efficient vehicle super credit will be 1.5 and 1, respectively. It is noteworthy that the super credit policy may impair the energy saving target of Corporate Average Fuel Consumption regulations while promoting the market penetration of the targeted technologies. Despite other policies that benefit battery electric vehicles over plug-in hybrid electric vehicles, battery electric vehicles are not competitive with plug-in hybrid electric vehicles under either the 2020 or 2025 Corporate Average Fuel Consumption regulations. The fuel-efficient vehicle super credit policy will not promote the targeted advanced technologies under the next phase of regulation unless the 2.8 L/100 km fuel-efficient vehicle definition threshold can be adjusted along with the strengthened 2025 Corporate Average Fuel Consumption target.

Local niches and firm responses in sustainability transitions: The case of low-emission vehicles in China

The Chinese government has implemented a comprehensive strategy to push low-emission vehicles (LEVs). Local municipalities have played an important role in this transition. Programs such as the “Ten Cities Thousand Vehicles” (TCTV) program created protection mechanisms in local niches for the development of LEVs in which public and private actors have been able to experiment without market pressures. However, often the setup of local niches has favoured local companies which led to incompatibility across provinces and barriers to diffusion. This article aims to explore the dynamics in the local niche and how the niche has been shaped by local protection and firm responses. Heeding the call for a better conceptualization of the spatial dimension in sustainability transitions, we draw on the recent second generation, multi-scalar multi-level perspective (MLP) and conceptualize the local niche. Based on our empirical results we find four ideal type local niches – the open niche, the technology shielding niche, the market shielding niche and the closed niche – and distill respective firm responses. This has important implications for policy-makers and managers in China and for industries in sustainability transition in general.

Critical Success Factors and Performance Evaluation Model for the Development of the Urban Public Bicycle System

The public bicycle is a low emission vehicle that provides social, environmental and traffic related benefits. Currently, many cities around the world have integrated a public bicycle system (PBS) into their urban blueprint as a new transport model for mainstream public transport system. Taipei City has also set up a PBS. The main purpose of this study is to create a model and evaluate the service performance of Taipei’s PBS by adopting the Fuzzy Delphi and IPA methods. The study results can provide the operators with the necessary foundation for operational improvements. Moreover, the study architecture, methods and model can serve as important reference to promote PBS in other cities.

Integrated Network Transport Simulator to Evaluate Transport Policy for Reduction of Carbon Dioxide Emission

Abstract Not only purchase of electric vehicle but also modal shift from vehicle traffic should be promoted for reduction of greenhouse gas emission. Effect of transport policies for reduction of carbon dioxide emission should be estimated properly with simulating vehicle traffic on a target road network. For the purpose, it is aimed that the integrated network transport simulator is developed based on the multi-agent simulation model to evaluate transport policies for reduction of CO2 emission in the present study. The proposed integrated network transport simulator consists of the vehicle traffic simulation model, the travel mode choice model and the vehicle choice model. CO2 emission is estimated with the vehicle traffic simulation model. The decision processes of the vehicle choice and the travel mode choice are respectively described considering with the social interaction. It is assumed that not only the conformity effect but also non-conformity effect should be considered as the social influence. Therefore, hierarchical Bayesian modeling is applied to describe the vehicle choice and the travel mode choice considering with heterogeneity and social interaction. The model parameters are estimated with the database of questionnaire survey in a local city of Japan and the proposed simulator is applied to estimate the effect of the carbon tax. The reduction of carbon dioxide emission as the effect of the policies is estimated using the proposed integrated network transport simulator. From the view point of CO2 emission, it can be found that the effect of reducing CO2 emissions with only the carbon tax is limited since the spread of low emission vehicles is hindered and the rate of sustainable transport mode goes down, although the EV will be popularized.

Worker mobility and the purchase of low CO2 emission vehicles in France: a datamining approach

This paper seeks to pattern a non-driven geographical classification of French departmental territorial units based on both mobility behavior and passenger car fleet composition. With no mathematical regression analysis but applying datamining methodology to behavior, consumption and geography variables, we have grouped French territorial units into 8 clusters with similar characteristics. The main results reveal that commuters’ behavior with respect to the choice of transport mode varies substantially across clusters (rural and highly rural, urban and highly urban clusters, ...). Conversely, the structure of the French vehicle fleet and French car purchases in terms of engines, tax horsepower and CO2 emissions are similar. This finding should enable state organizations to implement differentiated public policies for environmental and industrial sectors. Alternatively, our paper should help industrial groups to better deploy their economic strategies in line with environmental concerns.

Analyzing the diffusion of eco-friendly vans for urban freight distribution

PurposeThe purpose of this paper is to investigate the diffusion dynamics of electric and hybrid commercial vans and its enabling factors in the city logistics (CL) contexts. The case of parcel delivery in Torino, Italy, is considered. Attention is paid to the influence on the choice of low impact vehicles of not only public strategies but also operational aspects characterizing urban freight distribution systems.Design/methodology/approachA System Dynamics model based on the Bass diffusion theory computes the number of adopters of low-emission vehicles together with the quantity of vans required and the associated economic savings. The model includes variables about freight demand, delivery frequency, van carrying capacity, routes, stops, distances traveled, and vehicle charging stations. A sensitivity analysis has been completed to identify the main diffusion levers. The focus is on advertising and other drivers, such as public contributions, taxes traditional polluting vehicles are subjected to, as well as on routing optimization strategies.FindingsAdvertising programs, green image, and word-of-mouth drive market saturation, although in a long time period. In fact, low-impact vehicles do not offer any economic advantage over traditional ones requiring higher investment and operating costs. Public incentives to purchase both green vehicles and charging stations, together with carbon taxes and a congestion charge affecting polluting vehicles, are able to shorten the adoption time. In particular, public intervention reveals to be effective only when it unfolds through a number of measures that both facilitate the use of environmentally friendly vehicles and discourage the adoption of traditional commercial vans. Route optimization also hastens the complete market saturation.Research limitations/implicationsThis work fosters research about the mutual relationships between the diffusion of low-emission commercial vehicles and the operational and contextual CL factors. It provides a structured approach for investigating the feasibility of innovative good vehicles that might be part of assessments of CL measures and requirements. Finally, the model supports studies about the cooperation among stakeholders to identify effective commercial vehicle fleets.Practical implicationsThis study fosters collaboration among CL players by providing a roadmap to identify the key factors for the diffusion of environmentally friendly freight vehicles. It also enables freight carriers to assess the operational and economic feasibility of adopting low-impact vehicles. Finally, it might assist public authorities in capturing the effects of new urban transportation policies prior to their implementation.Originality/valueMost of the current CL literature defines policies and analyzes their effects. Also, there are several contributions on the diffusion of low emission cars. The present study is one of the first works on the diffusion of low-impact commercial vehicles in urban areas by considering the associated key operational factors. A further value is that the proposed model combines operational variables with economic and environmental issues.

Total cost of ownership and market share for hybrid and electric vehicles in the UK, US and Japan

New powertrain technologies, such as Hybrid Electric Vehicles, have a price premium which can often be offset by lower running costs. Total Cost of Ownership combines these purchase and operating expenses to identify the most economical choice of vehicle. This is a valuable assessment for private and fleet purchasers alike. Studies to date have not compared Total Cost of Ownership across more than two vehicle markets or analysed historic costs. To address this gap, this research provides a more extensive Total Cost of Ownership assessment of conventional, Hybrid, Plug-in Hybrid and Battery Electric Vehicles in three industrialized countries – the UK, USA (using California and Texas as case studies) and Japan – for the time period 1997–2015. Finally, the link between Hybrid Electric Vehicle Total Cost of Ownership and market share is analysed with a panel regression model.In all regions the incremental Total Cost of Ownership of hybrid and electric vehicles compared to conventional vehicles has reduced from the year of introduction and 2015. Year on year Hybrid Electric Vehicles Total Cost of Ownership was found to vary least in the UK due to the absence of subsidies. Market share was found to be strongly linked to Hybrid Electric Vehicle Total Cost of Ownership through a panel regression analysis. Financial subsidies have enabled Battery Electric Vehicles to reach cost parity in the UK, California and Texas, but this is not the case for Plug-in Hybrid Electric Vehicles which haven’t received as much financial backing. This research has implications for fleet purchasers and private owners who are considering switching to a low-emission vehicle. The findings are also of interest to policymakers that are keen to develop effective measures to stimulate decarbonisation of the fleet and improve air quality.

Worker Mobility and the Purchase of Low Co2 Emission Vehicles in France: A Datamining Approach

This paper seeks to pattern a non-driven geographical classification of French departmental territorial units based on both mobility behavior and passenger car fleet composition. With no mathematical regression analysis but applying datamining methodology to behavior, consumption and geography variables, we have grouped French territorial units into 8 clusters with similar characteristics. The main results reveal that commuters' behavior with respect to the choice of transport mode varies substantially across clusters (rural and highly rural, urban and highly urban clusters, ...). Conversely, the structure of the French vehicle fleet and French car purchases in terms of engines, tax horsepower and CO2 emissions are similar. this finding should enable state organizations to implement differentiated public policies for environmental and industrial sectors. Alternatively, our paper should help industrial groups to better deploy their economic strategies in line with environmental concerns.

Exploring the effect of local transport policies on the adoption of low emission vehicles: Evidence from the London Congestion Charge and Hybrid Electric Vehicles

The London Congestion Charge (LCC) is a transport policy with a precise spatial footprint. As such, its impact on the transport system can be expected to vary over space, providing an opportunity to explore the geographical reach of local transport interventions. This paper assesses whether the exemption of Hybrid Electric Vehicles (HEVs) from the LCC affected the registration rate of these vehicles in Greater London and the surrounding areas. The analysis uses official data on the number of HEVs registered across the local authorities of the United Kingdom. This dataset is assessed using [1] exploratory spatial analysis to determine the degree of spatial variation in HEV registrations, [2] area classifications to consider if HEV registrations diminish as nearness to the LCC recedes, and [3] spatial regression models to evaluate the association between distance to the LCC and HEV registrations, controlling for other area characteristics (i.e. socioeconomic, household, and transport system variables). The results clearly show that nearness to the LCC is positively associated with HEV registrations, implying that this form of transport policy is effective at promoting the adoption of low emission vehicles.