Overcoming Barriers to Deployment of Plug-in Electric Vehicles (2015) / Chapter Skim
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and plug-in hybrid electric vehicles (PHEVs) .2 recognize the advantages of PEVs over conventional vehi- The common feature of these vehicles is that they can charge cles, such as lower operating costs, smoother operation, and their batteries by plugging into the electric grid.
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TABLE S-1 Four Classes of Plug-in Electric Vehicles PEV Class Description Example (Rangea) Long-range BEV Can travel hundreds of miles on a single battery charge 2014 Tesla Model S (AER = 265 miles)
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ensure that all PEV of the various PEVs; difficulties in understanding electricity drivers can charge their vehicles and pay at all public charg- consumption, calculating fuel costs, and determining charging stations using a universally accepted payment method ing infrastructure needs; complexities of installing home just as any ICE vehicle can be fueled at any gasoline station. charging; difficulties in determining the greenness of the ve hicle; lack of information on incentives; and lack of knowlUNDERSTANDING THE MARKET DEVELOPMENT edge of unique PEV benefits.
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Specifically, research should be conducted to de- CHARGING INFRASTRUCTURE FOR termine how much public infrastructure is needed and where it PLUG-IN ELECTRIC VEHICLES should be sited to induce PEV adoption and to encourage PEV owners to optimize their vehicle use. That research is espe- PEV deployment and the fraction of vehicle miles fucially critical if the federal government is allocating resources eled by electricity (eVMT)
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NOTE: AC, alternating current; BEV, battery electric vehicle; DC, direct current; eVMT, electric vehicle miles traveled; NA, not applicable; PEV, plug-in electric vehicle; PHEV, plug-in hybrid electric vehicle. Third, public charging infrastructure has the potential to Recommendation: The federal government should refrain provide range confidence and extend the range for limited- from additional direct investment in the installation of public range BEV drivers, allow long-distance travel for long-range charging infrastructure pending an evaluation of the relationBEV drivers, and increase eVMT and the value proposition ship between the availability of public charging and PEV adopfor PHEV drivers.
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latory programs for fuel-economy and emissions have been effective at stimulating manufacturers to produce some INCENTIVES FOR THE DEPLOYMENT PEVs, and sale of credits from these programs between OF PLUG-IN ELECTRIC VEHICLES manufacturers has also provided an important incentive for PEV manufacturers to price PEVs more attractively. The One of the most important issues concerning PEV de- committee emphasizes that the state ZEV requirements have ployment is determining what, if any, incentives are needed been particularly effective at increasing PEV production and to encourage PEV adoption.
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First, vehicle cost is a substantial barrier to tities -- including vehicle manufacturers, utilities, and other PEV deployment. As noted above and discussed in detail in private companies -- are actively deploying and planning to Chapter 7, without the federal financial purchase incentives, deploy public infrastructure and have concluded that addiPEVs are not currently cost-competitive with ICE vehicles tional public infrastructure is needed.
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