How much are electric vehicles driven?

The prospect for electric vehicles as a climate change solution hinges on their ability to reduce gasoline consumption. But this depends on how many miles electric vehicles are driven and on how many miles would have otherwise been driven in gasoline-powered vehicles. Using newly-available U.S. nationally representative data, this paper finds that electric vehicles are driven considerably fewer miles per year on average than gasoline-powered vehicles. The difference is highly statistically significant and holds for both all-electric and plug-in hybrid vehicles, for both single- and multiple-vehicle households, and both inside and outside California. The paper discusses potential explanations and policy implications. Overall, the evidence suggests that today’s electric vehicles imply smaller environmental benefits than previously believed.     

日本电动汽车的发展现状及政策规划

日本是世界汽车制造大国,也是最早研发电动汽车的国家之一。本文简要介绍了日本政府为普及电动汽车制定的计划和出台的政策、日本汽车企业研发电动汽车的基本情况以及日本政府发展电动汽车的未来规划,从环保、能源等战略角度总结了日本普及电动汽车的过程和经验,供我国有关部门参考。     

Launching strategy for electric vehicles: Lessons from China and Taiwan

China has seen explosive growth in the sales of electric bikes since 1998. The boom was triggered by Chinese local governments' efforts to restrict motorcycles in city centers. However, many Chinese cities have started to extend the restriction to electric bikes. Whether China's electric bike economy will continue to develop is highly uncertain. The experience of China's electric bike boom suggests that limiting the fossil-fueled alternatives could be an effective policy tool in fostering the commercialization of electric vehicles. The failure of Taiwan's electric scooter policy, on the other hand, indicates that subsidies alone may not be a sufficient launching strategy. The policy approach of limiting the alternatives deserves serious consideration if policymakers wish to foster electric vehicles.     

Would my driving pattern change if my neighbor were to buy an emission-free car?

Aiming to reduce the number of brown (polluting) cars on the road, several countries currently promote the purchase and use of green (emission-free) cars through financial and non-financial incentives. We study how such incentives affect consumers who continue to drive brown cars. Using a simple model, we analyze the effects of policy instruments such as subsidizing green cars, taxing brown cars, and allowing green cars to drive in bus lanes. Car owners are influenced by price incentives as well as by external effects from traffic (such as congestion) both in regular lanes and in bus lanes. An extension of the model also considers how changes in local driving habits affect brown-car driving. We find that subsidizing green cars and allowing them to drive in bus lanes might increase brown-car driving. We also report the results of a recent survey containing questions specifically designed to tap the significance of the model’s core mechanisms. The results are partially consistent with propositions derived from the model. While most brown-car respondents report their driving was unchanged after the implementation of the policies to promote green cars, some – particularly in major cities – report that these policies caused them to reduce or increase their driving. We conclude that some mechanisms in our model are more important than others and that certain mechanisms appear to influence different brown-car drivers in different ways. Overall, it seems that Norwegian policies to promote the transition from brown to green cars have somewhat reduced brown-car driving.     

俄罗斯电动汽车发展现状及趋势

俄罗斯自1970年诞生第一辆纯电动汽车之后数十年,电动车研发与生产基本处于停滞状态。近几年,俄罗斯意识到节能、减排是未来汽车技术发展的主攻方向,其电动汽车产业发展逐渐开始升温。对俄罗斯电动汽车市场发展现状做了概括介绍,对政府出台的扶持政策、配套设施建设等方面进行了分析,展望了俄罗斯电动汽车未来发展前景。俄罗斯汽车制造企业,除研发生产混合动力汽车和纯电动汽车外,也积极同国外合作涉足燃料电池电动车的电池研发。2012年,俄罗斯交通部出台了《俄罗斯普及电动车发展规划》,进一步显示了俄罗斯政府发展电动车行业的决心。     

Time as a strategic variable: business hours in the gasoline market

A popular argument in policy discussions on the liberalization of business hours proceeds on the assumption that business hours are strategic complements: if some firms open longer hours, competitors will be forced to extend their opening hours too. We provide first empirical evidence on the impact of competition and the form of strategic interaction in business hours between firms by using detailed information on business hours as well as the location of retail gasoline stations in Austria. Our findings reject the presumption of business hours being strategic complements. Firms tend to have longer opening hours in a more competitive environment.     

Assessing the economics of auto recycling activities in relation to European Union Directive on end of life vehicles

Technical requirements for car design and minimum reuse and recovery rates for end-of-life vehicles (ELV) are the subject of a new EU Directive on ELV. This Directive is expected to induce changes in the infrastructures required for ELV processing, and presents a challenge to maintain such economically viable infrastructure.Technical-cost models of ELV processing operators were developed to interpret the changing economics of auto recycling activities under the new EU Directive on ELV.The results obtained show that the recycling targets defined in the EU Directive for 2006, require the removal of an increased number of plastic parts from an ELV. In particular, removing up to 14% of the ELV mass results in a recycling rate over 80%, even for vehicles with a ferrous content up to about 65%. These operations can be performed economically by dismantlers, provided that they may get a steady flow of ELV hulks, free of charge, and that the international quotation for steel scrap does not come significantly below 120 €/ton.In the long term, developing separation technologies for automotive shredder residues and finding recycling possibilities for the products gained from the separation, might be a valuable scenario to meet the 2015 recycling quotas.     

公平与效率视域中重大科研项目管理机制探析——基于电动汽车重大科技专项管理实证研究

从“十五”国家电动汽车重大科技专项实践的实证研究出发,分析科研活动中公平与效率的实现方式,认为公平与效率可以通过信息公开机制、竞争机制、第三方监理机制实现两者的和谐统一。     

中国电动汽车技术演进分析：行动者网络视角

从专利、车型和销量着手,将中国电动汽车发展进程大体划分为3个阶段,即纯电动汽车阶段、混合动力汽车和燃料电池汽车同步发展中纯、电动汽车和混合动力汽车竞相发展阶段、以纯电动汽车为主导的发展阶段。每一阶段行动者网络不同,关键行动者也不尽相同。基于行动者网络理论对中国电动汽车技术创新演进过程进行研究,得到以下结论：①中国电动汽车技术创新行动者网络主体和结构的改变影响着电动汽车相关技术创新的选择与发展;②非人类行动者在电动汽车技术创新演进过程中发挥着重要作用;③中国电动汽车技术创新演进是不同时期行动者网络成员共同作用的结果。     

物业管理的属性、供给与收费原则

物业产权属性决定物业管理产品属性,进而影响着物业管理的供给与收费。本文在物品属性分析的基础上,运用公共物品理论解析物业产权,将物业管理产品分解为私人服务、集体服务和公共服务。认为现行物业管理的供给与收费体系混淆了集体服务和公共服务,合适的物业管理服务供给和收费原则应与物业管理产品属性相适应。     

货运超载成因分析及治理方案研究

货运超载车辆不仅给人民生命和国家财产安全带来极大危害,而且影响国民经济全面、协调和可持续发展,影响了社会经济秩序的稳定。从法制、经济、管理角度分析,提出超载的治理办法。     

基于复杂网络理论的电动汽车充电设施布局合理性研究

提出了一种基于复杂网络理论构建电动汽车充电设施网络的模型,分别构建了上海、西安、合肥和大连的电动汽车充电设施网络,并分析了其电动汽车充电设施的运营情况以及布局的合理性。通过构建理想情况下的电动汽车充电设施网络,研究电动汽车充电设施网络的发展趋势。仿真结果显示:电动汽车充电设施网络的结构对电动汽车充电设施的利用率和稳定性有显著影响——该研究结果在实际网络中得到了验证。     

公共充电基础设施对电动汽车购买的异质性影响研究

交通部门是中国最重要的碳排放源之一,交通电动化对实现双碳目标至关重要。本文以中国纯电动汽车消费为例,采集2017年1月至2020年11月中国31个省份（因数据缺失,不包含港澳台地区）充电桩数量及电动汽车销量数据构建面板固定效应模型和门槛效益模型,实证分析了不同类型公共充电基础设施对不同用途纯电动汽车购买的影响,以及不同地区温度对销量影响的门槛效应。研究发现公共充电桩数量增加1%,纯电动汽车购买量显著增加0.85%,其中出租租赁用途纯电动汽车销量显著增加1.57%。直流公共充电桩对纯电动汽车购买的影响远大于交流公共充电桩,并对不同用途的电动汽车存在异质性影响。此外,在气温更低的地方公共充电桩对纯电动汽车购买的影响更大,其显著门槛值为15摄氏度,且气温对出租租赁汽车的影响比非营业用途更大。政策制定者应合理考虑公共充电桩等基础设施的增设布局以保障电动汽车的续航能力,从而促进交通运输部门的脱碳进程。     

商业模式与新进入者领先：来自电动汽车产业的实证研究

从商业模式视角探索为何目前在电动汽车市场上处于领先地位的是新进入者而非在资源上更具优势的在位者。分别在中美两国选择新进入者比亚迪和特斯拉及在位者上汽和通用汽车进行案例研究。基于专家访谈、实地参观和文献调研发现,新进入者和在位者商业模式存在显著差异,发挥电动汽车技术特性价值主张、垂直整合价值网络和可变成本较低的收支结构是新进入者获取领先优势的重要因素。丰富了现有关于新进入者创新及电动汽车产业商业模式的研究,有助于加深对两个问题的理解：一是当在位者比新进入者更早采用新技术时,新进入者应如何利用商业模式取得领先地位;二是哪种商业模式更有利于企业在电动汽车产业市场上获取领先地位。     

Exploring Benefit Transfer: Disamenities of Waste Transfer Stations

The benefit transfer method was developed as an alternative way to value externalities using values from studies of similar circumstances, carried out at similar sites somewhere else, given the challenges and high costs inherent in assessing the actual cost. Specifically, in order to test the performance of the benefit transfer method, employing hedonic price models, this study focused on estimates of disamenities associated with waste transfer stations at four different cities in Israel. The sites were intentionally selected to represent a variety of circumstances. We transferred the estimated benefit function from a “study site” to a “policy site”. The goodness of fit was examined by comparing the calculated value, with actual data from the policy site. To test the sensitivity of the benefit transfer function to socioeconomic and housing characteristics, it was repeatedly applied to different sets of observations. The findings suggest that a relatively large number of alternative benefit functions are transferable. Statistical inequality outcome regarding the degree of similarity between samples does not unequivocally rule out the appropriateness of transferring environmental values across studies. Transfer errors varied between −21% and +29%, and the absolute average error for all transfers was 15.4%. Errors were lower for transfer between relatively similar cities in terms of size and location and between sub-samples that were similar in socioeconomic characteristics and housing type. However, when a site with very dissimilar data was involved, the average absolute error rose to 19%.