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| 1 |
ID:
136235
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| Summary/Abstract |
Development of unconventional fossil fuels is generating controversy in North America, where citizen support or opposition can shape political decisions. This study explores the role of values in citizen perceptions. The case study is Canada׳s proposed Northern Gateway Pipeline (NGP), which would transport bitumen from Alberta׳s oil sands to British Columbia׳s (BC) northern coast for export. Data were collected in 2013 from a sample of Canadian citizens (n=2628). The survey instrument elicited citizen perceptions of the NGP, as well as values and attitudes. Respondents in the Alberta subsample are the most likely to support the NGP and to perceive economic benefits. Respondents in the BC subsample are the most likely to oppose the NGP and to perceive environmental risks. To explore heterogeneity in motivations among both subsamples, respondent clusters are constructed based on values. In both regions, opposition is highest in clusters with strong biospheric–altruistic values, while acceptance is highest in clusters with strong traditional values. Regional effects are also substantial; NGP acceptance is higher in each of Alberta׳s clusters relative to equivalent clusters in BC. Regional context seems to shape how values correspond with perceptions. Insights are drawn for energy project development, public consultation and energy planning.
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| 2 |
ID:
171408
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| Summary/Abstract |
Freight or goods-movement transportation accounts for 6% of global greenhouse gas (GHG) emissions and 10% of emissions in our case study of Canada – mostly from heavy-duty trucks. Little research has explored the types of policies needed to achieve 2050 GHG mitigation goals in the land freight sector, i.e., 80% reductions from 2005 levels. We use a behaviourally-realistic technology-adoption model (CIMS-Freight) to simulate the GHG impacts of several climate policies, individually and in combinations, on the land freight sector (trucking and rail). Results indicate that current policies in Canada (including standards and carbon pricing) will not achieve GHG reduction targets for this sector – in fact, emissions continue to rise. Further, no individual policy has a high probability of achieving 2030 or 2050 GHG targets, including more stringent versions of the carbon tax, fuel efficiency standards, low-carbon fuel standard (LCFS), or a zero-emissions vehicle (ZEV) mandate for trucks. Finally, we identify several policy combinations that have a high probability of achieving 2050 goals, in particular a stringent ZEV mandate for trucks complemented by a stringent LCFS. While other effective policies and policy combinations are possible, Canada's present and proposed policies are not stringent enough to reach deep GHG targets.
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| 3 |
ID:
125545
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| Publication |
2013.
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| Summary/Abstract |
We use a survey to compare consumers' stated interest in conventional gasoline (CV), hybrid (HEV), plug-in hybrid (PHEV) and pure electric vehicles (EV) of varying designs and prices. Data are from 508 households representing new vehicle buyers in San Diego County, California in 2011. The mixed-mode survey collected information about access to residential recharge infrastructure, three days of driving patterns, and desired vehicle designs and motivations via design games. Across the higher and lower price scenarios, a majority of consumers designed and selected some form of PHEV for their next new vehicle, smaller numbers designed an HEV or a conventional vehicle, and only a few percent designed an EV. Of those who did not design an EV, the most frequent concerns with EVs were limited range, charger availability, and higher vehicle purchase prices. Positive interest in HEVs, PHEVs and EVs was associated with vehicle images of intelligence, responsibility, and support of the environment and nation (United States). The distribution of vehicle designs suggests that cheaper, smaller battery PHEVs may achieve more short-term market success than larger battery PHEVs or EV. New car buyers' present interests align with less expensive first steps in a transition to electric-drive vehicles.
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| 4 |
ID:
103461
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| Publication |
2011.
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| Summary/Abstract |
This paper explores how Plug-in Hybrid Vehicles (PHEVs) may reduce source-to-wheel Greenhouse Gas (GHG) emissions from passenger vehicles. The two primary advances are the incorporation of (1) explicit measures of consumer interest in and potential use of different types of PHEVs and (2) a model of the California electricity grid capable of differentiating hourly and seasonal GHG emissions by generation source. We construct PHEV emissions scenarios to address inherent relationships between vehicle design, driving and recharging behaviors, seasonal and time-of-day variation in GHG-intensity of electricity, and total GHG emissions. A sample of 877 California new vehicle buyers provide data on driving, time of day recharge access, and PHEV design interests. The elicited data differ substantially from the assumptions used in previous analyses. We construct electricity demand profiles scaled to one million PHEVs and input them into an hourly California electricity supply model to simulate GHG emissions. Compared to conventional vehicles, consumer-designed PHEVs cut marginal (incremental) GHG emissions by more than one-third in current California energy scenarios and by one-quarter in future energy scenarios-reductions similar to those simulated for all-electric PHEV designs. Across the emissions scenarios, long-term GHG reductions depends on reducing the carbon intensity of the grid.
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| 5 |
ID:
179732
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| Summary/Abstract |
We explore the potential role of road pricing in achieving deep GHG mitigation targets, including cordon zones, fuel taxes, VKT fees, and ZEV zones. While most research focuses on a single policy criterion, our comprehensive framework seeks to synthesize insights on five criteria: effectiveness (GHG mitigation), efficiency, equity, political acceptability, and implementation process. Further, we address potential policy mix interactions, and identify critical gaps to guide future research. Although results vary by region, we offer some general findings. First, stringent road pricing can be effective for GHG mitigation in the short- and long-run, especially for passenger vehicles (less so for freight), while also playing a complementary role to vehicle efficiency regulations (mitigating rebound effects). Second, both equity and political acceptability can be improved by careful design of exemptions and usage of revenues – though the ideal design seems to vary considerably by region. Finally, the implementation process is highly important for acceptability, which should include stakeholder consultation, clear communication of benefits, potentially a demonstration and referendum phase, and ideally agreement among political parties. There is much less evidence for ZEV zones, which don't seem necessary for GHG mitigation, though offering ZEV exemptions for road pricing may be an effective design feature.
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| 6 |
ID:
180139
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| Summary/Abstract |
Citizen support is considered important for successful climate policy to be implemented. We examine how support varies by policy type and citizen characteristics, focusing on nine climate policies relating to transport, including carbon taxes, financial and non-financial incentives for zero-emission vehicles (ZEVs), and regulations (for fuels, vehicle emissions, and ZEVs). Citizen response to each policy was collected via a representative sample of Canadian citizens (n = 1552) in a 2019 survey. Support is high for vehicles emissions and low-carbon fuel standards, ZEV subsidies, investment in public charging infrastructure, and education campaigns (64%–77% support). Support is lower for carbon taxes (27%–42%), HOV lane access for ZEVs (49%), and ZEV mandates (48%–57%). Exploratory factor analysis indicates that the nine policies correlate into five policy types: “supply-focused regulations” (vehicle emissions and low-carbon fuel standards), “demand-focused initiatives” (ZEV subsidies, charger deployment, and education campaigns), carbon tax, HOV lane access for ZEVs, and ZEV mandate. Cluster analysis then identifies three groups of respondents, those who are: 1) “Universally Supportive” of the policies (34% of sample), 2) “Supportive Except Carbon Tax” (34%), and 3) “Mostly Opposing” (33%). Citizens in these clusters statistically differ in terms of values, environmental concern, age, education, and region.
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