Promotion Of New Energy Vehicles Research Articles

The analysis of the battery electric vehicle’s potentiality of environmental effect: A case study of Beijing from 2016 to 2020

Among the first batch of pilot cities for application and promotion of new energy vehicles determined in 2013, Beijing is also a pilot city for national energy conservation, demonstration and popularization of new energy vehicles as well as subsidization of private new energy vehicles purchase. 2016 marks the beginning of the “13th Five-Year Plan” and is hence expected to be a pivotal year for promoting new energy vehicles. Using the Fuel Life Cycle Assessment, this paper conducts a quantitative analysis of such battery electric vehicles being promoted in Beijing as electric taxis, electric buses, electric sanitation trucks and rental battery electric vehicles, based on which we forecast the battery electric vehicles’ performance during the “13th Five-Year Plan” in terms of energy conservation and emission reduction, as well as provide insights into the development path and the policy making for the industry accordingly. The results indicate a positive effect on energy conservation and emission reduction for all battery electric vehicles types currently on duty in Beijing, with an estimated 1.9 billion kilogram consumed energy of electricity conserved as well as 39.4 million tons of CO2 emission reduced by the end of 2020. Factors like power generation structure and fuel type are found to be crucial for this emission reduction performance.

Roads, economy, population density, and CO2: A city-scaled causality analysis

The exploration of the nexus among transport infrastructure, economy, population, and environment would be important for sustainable transport system planning. In this paper, we choose Shanghai as a case, account its transport CO2 emissions from 1989 to 2014 and investigate the causality relationships among variables through Johansen cointegration, multivariate Granger causality tests based on vector error correction model, impulse response functions and variance decomposition. The results of Granger causality tests indicate that road infrastructure development did not contribute to the GDP growth in transport sector, but caused direct increase in transport CO2 emissions and population density. The impulse response analysis confirms the phenomenon that the enhancement of population density will reduce the per capita level of CO2 emissions. The policy implications for reducing the impact of road infrastructures on carbon emissions include the promotion of new energy vehicles and green transport infrastructures, emphasis on the environmentally friendly transport modes, enhancement of city’s compactness and population density through the road construction especially in new towns.

China’s electric car frustrations

By 2020, the vehicle population in China will likely exceed 280million—exacerbating national energy security, urban air pollution, and traffic congestion. In response, many local and regional governments in China are pursuing an expanding array of measures to restrain growth in personal vehicle ownership and, along with the central government, reducing emissions and energy use of vehicles. One prominent strategy is the promotion of new energy vehicles, especially plug-in electric vehicles (PEVs). Large subsidies were offered—up to $27,600 (171,000RMB) per vehicle in some regions, including almost $9200 (57,000RMB) from the central government—which suggests that China is making a major commitment to PEVs. But sales have been meager. In 2013, only 17,600 PEVs, mostly buses and utility trucks, were sold, less than 0.1% of total civilian vehicle sales. Several factors explain the failure of PEV sales to take off: (1) protectionism by local governments; (2) uncertainty over which electric-drive vehicle technologies to promote and what consumers are willing to pay, (3) lagging investments in charging infrastructure, and (4) conservative investment behavior by automakers and battery manufacturers. The central government issued directives to local governments in late 2013 to reduce barriers to out-of-town companies, resulting in modest sales increases in early 2014, but a more coherent, broader, and effective set of policies, incentives, and strategies are needed to overcome consumer and industry resistance and the lack of charging infrastructure.

Carbon emissions from the service sector: an input-output application to Beijing, China

CR Climate Research Contact the journal Facebook Twitter RSS Mailing List Subscribe to our mailing list via Mailchimp HomeLatest VolumeAbout the JournalEditorsSpecials CR 60:13-24 (2014) - DOI: https://doi.org/10.3354/cr01224 Carbon emissions from the service sector: an input-output application to Beijing, China Jianping Ge*, Yalin Lei School of Humanities and Economic Management of China University of Geosciences (Beijing), and Key Laboratory of Carrying Capacity Assessment for Resource and Environment of Ministry of Land and Resources, 100083 Beijing, PR China *Corresponding author: gejianping@cugb.edu.cn ABSTRACT: Beijing is a large city and a major consumer of energy and producer of carbon emissions. According to Beijing’s 12th Five-Year Plan, the local government will continue to both promote the service sector and seek reductions in carbon emissions. We developed an input-output subsystem assessment to study carbon emissions associated with the service sector. Based on the subsystem of service productive activity, the analysis decomposes carbon emissions into 5 components (demand volume component, own component, feedback component, spillover component, and intra-sector spillover component) to construct a detailed direct and indirect emissions path. We found that the transportation, storage, mail and telecommunications subsector accounts for a high level of direct emissions, as shown by the demand volume component and the own component. In this subsector, financial support and policies focus on the promotion of new-energy vehicles (e.g. electric vehicles) and renewable energy for transportation (e.g. fuel ethanol) to reduce emissions. Furthermore, the scientific studies and technical services subsector, the hotels and restaurants subsector, and the health care, social security and social welfare subsector contribute greatly to indirect emissions. However, these service activities are widely seen as low-carbon emitters and are neglected by regulations aimed at reducing emissions. With respect to these subsectors, financial support should be provided and guidelines established to improve energy efficiency and prevent carbon emissions from spilling over from the service to the non-service sector. KEY WORDS: Carbon emission component · Direct and indirect emission · Input-output model · Subsystem Full text in pdf format PreviousNextCite this article as: Ge J, Lei Y (2014) Carbon emissions from the service sector: an input-output application to Beijing, China. Clim Res 60:13-24. https://doi.org/10.3354/cr01224 Export citation RSS - Facebook - Tweet - linkedIn Cited by Published in CR Vol. 60, No. 1. Online publication date: May 19, 2014 Print ISSN: 0936-577X; Online ISSN: 1616-1572 Copyright © 2014 Inter-Research.

Problems and Countermeasures in the Popularization of China's New Energy Vehicles Market

New energy vehicles industry is the direction of the global auto industry transformation and upgrading, and it is also a strategic choice to deal with the oil shortage in China. But now it is appeared that the promotion of new energy vehicles is in a bind. The author makes a thorough research on the problems in the process of promoting the new energy vehicles in China and the problem is mainly reflected in three aspects: high cost, lagging infrastructure and low security, and puts forward some corresponding countermeasures and suggestions on the basis of the local government, auto manufacturers and consumers.

The Global Reporters SustainAbility Ltd. and United Nations Environment Programme. SustainAbility Ltd. London, UK, 2000. ISBN 1-903168-01-5, 61 pages, £45,

The exploration of the nexus among transport infrastructure, economy, population, and environment would be important for sustainable transport system planning. In this paper, we choose Shanghai as a case, account its transport CO2 emissions from 1989 to 2014 and investigate the causality relationships among variables through Johansen cointegration, multivariate Granger causality tests based on vector error correction model, impulse response functions and variance decomposition. The results of Granger causality tests indicate that road infrastructure development did not contribute to the GDP growth in transport sector, but caused direct increase in transport CO2 emissions and population density. The impulse response analysis confirms the phenomenon that the enhancement of population density will reduce the per capita level of CO2 emissions. The policy implications for reducing the impact of road infrastructures on carbon emissions include the promotion of new energy vehicles and green transport infrastructures, emphasis on the environmentally friendly transport modes, enhancement of city’s compactness and population density through the road construction especially in new towns.