• Energy Research

Abstract Battery electric vehicles (BEVs) are an important pathway for decarbonizing transportation and reducing petroleum dependence. Although one barrier to adoption is the higher purchase price, advocates suggest that fuel and maintenance savings can make BEVs economical over time. To assess this empirically, this paper analyzes the five-year Total Cost of Ownership (TCO) for conventional, hybrid, and electric vehicles in 14 U.S. cities from 2011 to 2015. Results show spatial variation due to differences in state and local policies, fuel prices, insurance and maintenance costs, depreciation rates, and vehicle miles traveled. Yet in nearly all cities, the BEV's higher purchase price and rapid depreciation outweighed its fuel savings. Extensive sensitivity analyses highlight the impact of key parameters and show that both federal and state incentives were necessary for BEVs to be cost competitive. Future BEV cost competitiveness may improve if innovation and scaling lead to significantly reduced BEV purchase prices, but our analysis suggests that it will be challenging for BEVs to achieve unsubsidized cost competitiveness except in the most optimistic scenarios.

Abstract We examine the politics of US state and federal policy supporting wind and solar in the electricity sector and biofuels and electric vehicles in the transportation sector. For each technology, we provide two policy case studies: the federal Production Tax Credit (PTC) and state Renewable Portfolio Standards (RPS) for wind; state Net Energy Metering (NEM) and the federal investment tax credit (ITC) for solar; federal excise tax incentives and the Renewable Fuel Standard (RFS) for biofuels; and California's Zero Emission Vehicle (ZEV) mandate and federal tax incentives for electric vehicles. Each case study traces the enactment and later revision of the policy, typically over a period of twenty-five years. We use these eight longitudinal case studies to identify common patterns in the politics of US renewable energy policy. Although electricity and transportation involve different actors and technologies, we find similar patterns across these sectors: immature technology is underestimated or misunderstood; large energy bills provide windows of opportunity for enactment; once enacted, policies are extended incrementally; there is increasing politicization as mature technology threatens incumbents.

The ways in which we travel—by what mode, for how long, and for what purpose—can affect our sense of happiness and well-being. This paper assesses the relationships between measures of the sustainability of transportation systems in U.S. metropolitan areas and subjective well-being. Associations between self-reported happiness levels from the Gallup Healthways Well-being Index and commute data were examined for 187 core-based statistical areas (CBSA). We also supplement this quantitative analysis through brief case studies of high- and low-performing happiness cities. Our quantitative results indicate that regions with higher commute mode shares by non-automobile modes generally had higher well-being scores, even when controlling for important economic predictors of happiness. We also find that pro-sustainable transportation policies can have implications for population-wide happiness and well-being. Our case studies indicate that both high and low scoring happiness cities demonstrate a dedicated commitment to improving sustainable transportation infrastructure. Our study suggests that cities that provide incentives for residents to use more sustainable commute modes may offer greater opportunity for happiness than those that do not.