In this paper we discuss the effectiveness, efficiency and feasibility of policy measures that cities may adopt to stimulate the uptake and use of electric vehicles. Our analysis is based on an expert workshop in which municipal policy-makers used a group decision room system to exchange their experiences with electric vehicle related policies. We distinguish six categories of measures: supporting citizens and businesses, supporting charging-infrastructure build up, regulatory measures, raising awareness, government as lead user, and governing the transition with other levels of government. We find two feasible policy mixes of effective and efficient measures, one for cities that strive to be among the global frontrunners and one of no-regret policies that any city should adopt, if it wants to stimulate electric mobility. 相似文献
Annual expenditures for transportation infrastructure have recently surpassed the funding available through tax and fee collection. One large source of revenue generation for transportation infrastructure is use fees that are charged through taxes on gasoline both on a federal and state level. A massive adoption of electric vehicles (EVs) in the United States would result in significantly lower gasoline consumption and thus reduce the revenue collected to maintain the U.S. transportation infrastructure. We investigate how different vehicles will change the annual fee collected on a marginal basis. In addition, we assess the effects of adoption of alternative vehicles on revenues using several projections of alternative vehicles adoption, both on a state-by-state basis and at the national level. We find that baseline midsize and compact vehicles such as the Toyota Camry and Honda Civic generate approximately $2500–$4000 in tax revenue over their lifetime. Under the current funding structure, battery-electric vehicles (BEVs) such as the Nissan Leaf generate substantially less at $400–$1300, while plug-in hybrid electric vehicles (PHEVs) such as the Chevrolet Volt generate $1500–$2700. Even in states with high lifetime fees due to fuel taxes, such as California, revenue generation can be upwards of 50% lower than in states with high registration fees such as Colorado. Total annual revenue generation decreases by about $200 million by 2025 as a result of EV adoption in our base case, but in projections with larger adoption of alternative vehicles could lead to revenue generation reductions as large as $900 million by 2025. Potential schemes that charge user fees on alternative fuel vehicles to overcome the decrease in revenue include a flat annual registration fee at 0.6% of the vehicle’s manufacturer suggested retail price (MSRP) or 2 per mile fee. 相似文献
In spite of the purported positive environmental consequences of electrifying the light duty vehicle fleet, the number of electric vehicles (EVs) in use is still insignificant. One reason for the modest adoption figures is that the mass acceptance of EVs to a large extent is reliant on consumers’ perception of EVs. This paper presents a comprehensive overview of the drivers for and barriers against consumer adoption of plug-in EVs, as well as an overview of the theoretical perspectives that have been utilized for understanding consumer intentions and adoption behavior towards EVs. In addition, we identify gaps and limitations in existing research and suggest areas in which future research would be able to contribute. 相似文献