Overcoming Barriers to Deployment of Plug-in Electric Vehicles (2015) / Chapter Skim
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1 Introduction
1 Introduction
Pages 8-18
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From page 8... ...
Some are technical, such as (CO2) emissions and fuel economy, state requirements for zethe capabilities of current battery technologies that restrict ro-emission vehicles, and the current administration's goal of their electric driving range and increase their purchase price putting millions of alternative-fuel vehicles on the road have compared with conventional vehicles; others are related to reignited interest in PEVs.
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. Other efforts, such as reimburse- THE PLUG-IN ELECTRIC VEHICLE ments and tax incentives for purchasing or leasing charg- AND CURRENT SALES ing equipment and low-cost loans for installation projects, are aimed at building the charging infrastructure (DOE This report focuses on light-duty vehicles (passenger 2013b)
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tion, an active regulatory regime with purchase incentives By way of comparison, hybrid electric vehicles (HEVs) were and mandates for reducing carbon emissions and increasing introduced in 1997 in Japan and in 1999 in the United States.
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NOTE: PHEV, plug-in hybrid electric vehicle. SOURCE: Based on data from Inside EVs (2015)
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Beyond the technical and economic barriinterior noise and vibration from the power train, often bet- ers, people are not typically familiar with the capabilities of ter low-speed acceleration, convenient fueling at home, and PEVs, are uncertain about their costs and benefits, and have zero tailpipe emissions when the vehicle operates solely on diverse needs that current PEVs might not meet. If the goal its battery.
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. As noted above, than by petroleum and that PEV deployment will lead to this the committee was asked to identify market barriers that are desired outcome.
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This might include looking at the impacts of focusing the infrastructure deployment on meeting the needs for EVs in vehicle fleets, where the centralization of the vehicle servicing might reduce the costs for deploying charging infrastructure or reduce maintenance issues, or focusing the infrastructure deployment on meeting the needs for EVs in multi-family buildings and other high-density locations, where daily driving patterns may be better suited to EV use than longer commutes from single family homes in lower density areas. This might also include looking to the extent possible of how the barriers and strategies for overcoming barriers may differ in dif ferent U.S.
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On the one hand, EPA in its latest rulemakreducing GHG emissions from the light-duty vehicle fleet ing for light-duty CO2 standards found that the additional is seen as an important approach for reducing overall GHG power plants used to meet PEV load in the 2022-2030 time emissions. A vehicle completely powered by electricity from frame would have lower emissions than the national averthe U.S.
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the committee's comparisons and conclusions about the cu mulative costs of vehicle ownership. As discussed in ChapFinding: The average GHG emissions for which PEVs are ter 7, gasoline prices are an important factor in determining responsible are currently lower than emissions from even the the benefits of PEV ownership and can provide an incentive cleanest gasoline vehicles and will be further reduced as the or a disincentive for purchasing a PEV.
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Chap- Plug-In Hybrid Electric Vehicles." http://www.fuelecon ter 7 discusses ways to motivate the consumer. Appendix A omy.gov/feg/Find.do?
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In Hybrid Electric Vehicles." Vehicle Systems Analysis. UCS (Union of Concerned Scientists)
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