The Institute of Transportation Studies at UC Davis (ITS-Davis) is a multi-faceted, internationally recognized program with more than 60 affiliated faculty and researchers, 100 graduate students, and a $6 million annual budget. Its primary program components are research, education and outreach. The Institute is the only Organized Research Unit in the UC system that hosts a matching graduate education program, recognizing the value of interdisciplinary research and education. The Transportation Technology and Policy (TTP) graduate curriculum draws from 34 different academic disciplines. By partnering with industry, government, and non-governmental organizations, ITS-Davis has successfully contributed to and advanced public discourse on key transportation issues, while also creating a diverse funding base. The Institute's diverse research programs are focused on issues important to society.
Government-industry R&D partnerships can play an important role in advancing the public interest. A widely cited example is the Partnership for a New Generation of Vehicles (PNGV). It was launched in 1993 by the Clinton Administration and three US automakers, with the goal of advancing the development of energy efficient vehicles. It has come to be seen as a model, and in many ways it is: it is proceeding according to schedule; it increased the profile of advanced technology opportunities; and it led to better working relationships between the federal government and automakers. It also indirectly led to a technology advancement - by inspiring more aggressive investments by European and Japanese automakers that, in turn, through a boomerang effect, inspired US automakers to do likewise. It is a success in the sense that both sets of partners are pleased. But has it served the public interest? Has it led to the best investment of government R&D funds and has it accelerated the commercialization of socially beneficial technologies? The answers to these latter questions are still uncertain.
More than 3 million Chinese rural vehicles (CRVs) were produced in 2002, three times the number of conventional passenger cars. These small, simple, indigenous vehicles are widely used in small cities and rural areas but are virtually unknown outside China. CRVs provide huge benefits in terms of mobility and economic development, but they are also highly energy inefficient and polluting. CRVs now consume about one-fourth of the diesel fuel in China. Increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sale and globalization of rural vehicle technology. In 1994, the Chinese government designated the automotive industry a "pillar" of economic development. In the Tenth Five-Year Plan (2000–2005), the government established a goal of widespread car ownership, and since then, intense efforts have been made to engage the international automotive industry (Gallagher, 2003; NRC et al., 2003). As a result, passenger car output has been increasing rapidly, from 0.6 million in 2000 to 1.06 million in 2002 (China National Bureau of Statistics, 2004). In striking contrast, and virtually ignored, is the even larger number of small three-wheel (3-w) and four-wheel (4-w) vehicles manufactured by domestic Chinese companies for use in small cities and rural areas. With virtually no governmental financial support, the production of these CRVs first exceeded 3 million per year in 1999 and reached an estimated 20 to 22 million in 2001 (China Automotive Technology and Research Center, 2000; Chinese Government Website, 2003a). The implications of these vehicles are huge—in terms of safety, energy use, air pollution, noise pollution, greenhouse gas emissions, and rural development. The English language literature provides very little information about CRVs (indeed, there is no accepted English name for them), and even in Chinese, information is sparse.
Diesel vehicle sales in the European Union have increased from 23% of all light duty vehicles sold in 1994 to 41% in 2002. This rapid increase in market penetration is due to four related factors: a voluntary agreement by European automobile manufacturers in 1998 to reduce CO2 emissions from new light duty vehicles by 25% from 1995 levels by 2008; significant advances in diesel technology; preferential fuel and vehicle pricing in most European countries; and preferential European Union regulation of diesel emissions. However, the growth in sales is not uniform throughout Europe, largely due to differences in fuel and vehicle pricing.
Diesel vehicle sales in the European Union have increased from 23% of all light duty vehicles sold in 1994 to 41% in 2002. This rapid increase in market penetration is due to four related factors: a voluntary agreement by European automobile manufacturers in 1998 to reduce CO2 emissions from new light duty vehicles by 25% from 1995 levels by 2008; significant advances in diesel technology; preferential fuel and vehicle pricing in most European countries; and preferential European Union regulation of diesel emissions. However, the growth in sales is not uniform throughout Europe, largely due to differences in fuel and vehicle pricing.
More than 3 million Chinese rural vehicles (CRVs) were produced in 2002, three times the number of conventional passenger cars. These small, simple, indigenous vehicles are widely used in small cities and rural areas but are virtually unknown outside China. CRVs provide huge benefits in terms of mobility and economic development, but they are also highly energy inefficient and polluting. CRVs now consume about one-fourth of the diesel fuel in China. Increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sale and globalization of rural vehicle technology. In 1994, the Chinese government designated the automotive industry a "pillar" of economic development. In the Tenth Five-Year Plan (2000–2005), the government established a goal of widespread car ownership, and since then, intense efforts have been made to engage the international automotive industry (Gallagher, 2003; NRC et al., 2003). As a result, passenger car output has been increasing rapidly, from 0.6 million in 2000 to 1.06 million in 2002 (China National Bureau of Statistics, 2004). In striking contrast, and virtually ignored, is the even larger number of small three-wheel (3-w) and four-wheel (4-w) vehicles manufactured by domestic Chinese companies for use in small cities and rural areas. With virtually no governmental financial support, the production of these CRVs first exceeded 3 million per year in 1999 and reached an estimated 20 to 22 million in 2001 (China Automotive Technology and Research Center, 2000; Chinese Government Website, 2003a). The implications of these vehicles are huge—in terms of safety, energy use, air pollution, noise pollution, greenhouse gas emissions, and rural development. The English language literature provides very little information about CRVs (indeed, there is no accepted English name for them), and even in Chinese, information is sparse.
Diesel vehicle sales in the European Union have increased from 23% of all light duty vehicles sold in 1994 to 41% in 2002. This rapid increase in market penetration is due to four related factors: a voluntary agreement by European automobile manufacturers in 1998 to reduce CO2 emissions from new light duty vehicles by 25% from 1995 levels by 2008; significant advances in diesel technology; preferential fuel and vehicle pricing in most European countries; and preferential European Union regulation of diesel emissions. However, the growth in sales is not uniform throughout Europe, largely due to differences in fuel and vehicle pricing.
Vehicle fleets are a poorly understood part of the economy. They are important, though, in that they purchase a large share of light-duty vehicles and are often targeted by governments as agents of change. We investigate fleet purchase behavior, using focus groups, interviews, and mail and telephone surveys. We categorize fleets into four different decision-making structures (autocratic, bureaucratic, hierarchic, and democratic) , determine what share of the market sector each represents, describe salient features of each behavioral model, and explore implications of that behavior for industry investment and public policy.
The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy, and political circumstances created a window of opportunity that led to the adoption of this policy. We expect the conclusions of our analysis to be useful to other policy debates that involve technological innovation. 2008 Elsevier Ltd. All rights reserved.
The 2005 voluntary agreement between the automobile industry and Canadian government to reduce greenhouse gas emissions from passenger vehicles is evaluated. We analyze the likely effect of the agreement on emissions, and on use of biofuels and advanced vehicle technologies. We conclude that the impact on emissions could be far less than suggested, possibly even zero, even if automobile companies fully comply. The pros and cons of the Canadian agreement are assessed and compared with other voluntary and mandatory greenhouse gas reduction programs. Some lessons learned include the importance of specific performance metrics to evaluate progress, use of precise baseline measurements and methods, and an appreciation of the asymmetry in information between most governments and the affected industries.
Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, three times that of conventional passenger cars. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This paper is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. This study documents and analyzes vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sales and globalization of rural vehicle technology.
Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, three times that of conventional passenger cars. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This paper is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. This study documents and analyzes vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the sales and globalization of rural vehicle technology.
Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, triple that of conventional cars and trucks. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This report is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. We document and analyze vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the growth and globalization of CRV technology.
Over 3 million Chinese Rural Vehicles (CRVs) were produced in China in 2002, triple that of conventional cars and trucks. Yet these smaller, simpler, indigenous vehicles are virtually unknown outside China. The CRV industry is unusual in that it evolved largely outside the control of government regulation and policy, using local technology and resources. CRVs now consume one fourth of the diesel fuel in China and play an important role in rural development. This report is the first comprehensive assessment (in English or Chinese) of these vehicles and this remarkable industry. We document and analyze vehicle technology, government policy, environmental impacts, market demand, and industry dynamics. We find that increasing government regulation (mostly for emissions and safety) is having profound effects on the industry, with uncertain implications for the growth and globalization of CRV technology.
