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131. Electric Vehicle Charging in China and the United States

Author:
David Sandlow and Anders Hove
Publication Date:
02-2019
Content Type:
Working Paper
Institution:
Center on Global Energy Policy
Abstract:
At least 1.5 million electric vehicle (EV) chargers have now been installed in homes, businesses, parking garages, shopping centers and other locations around the world. The number of EV chargers is projected to grow rapidly as the electric vehicle stock grows in the years ahead. The EV charging industry is a highly dynamic sector with a wide range of approaches. The industry is emerging from infancy as electrification, mobility-as-a-service and vehicle autonomy interact to produce far-reaching changes in transportation. This report compares EV charging in the world’s two largest electric vehicle markets -- China and the United States – examining policies, technologies and business models. The report is based on more than 50 interviews with industry participants and a review of the Chinese- and English-language literature. Findings include: 1. The EV charging industries in China and the United States are developing largely independently of the other. There is little overlap among the key players in the EV charging industries in each country. 2. The policy frameworks with respect to EV charging in each country differ. The Chinese central government promotes the development of EV charging networks as a matter of national policy. It sets targets, provides funding and mandates standards. Many provincial and local governments also promote EV charging. The United States federal government plays a modest role in EV charging. Several state governments play active roles. 3. EV charging technologies in China and the US are broadly similar. In both countries, cords and plugs are the overwhelmingly dominant technology for charging electric vehicles. (Battery swapping and wireless charging have at most a minor presence.) China has one nationwide EV fast-charging standard, known as China GB/T. The US has three EV fast charging standards: CHAdeMO, SAE Combo and Tesla. 4. In both China and the United States, many types of businesses have begun to offer EV charging services, with a range of overlapping business models and approaches. A growing number of partnerships are emerging, involving independent charging companies, auto manufacturers, utilities, municipalities and others. The role of utility-owned public chargers is larger in China, especially along major long-distance driving corridors. The role of automaker EV charging networks is larger in the United States. 5. Stakeholders in each country could learn from the other. US policymakers could learn from the Chinese government’s multiyear planning with respect EV charging infrastructure, as well as China’s investment in data collection on EV charging. Chinese policymakers could learn from the United States with respect to siting of public EV chargers, as well as US demand response programs. Both countries could learn from the other with respect to EV business models. As the demand for EV charging grows in the years ahead, continued study of the similarities and differences between approaches in China and the United States can help policymakers, businesses and other stakeholders in both countries and around the world.
Topic:
Science and Technology, Infrastructure, Green Technology, and Electricity
Political Geography:
United States, China, Asia, and North America

132. Interactions between a Federal Carbon Tax and Other Climate Policies

Author:
Justin Gundlach, Ron Minsk, and Noah Kaufman
Publication Date:
03-2019
Content Type:
Working Paper
Institution:
Center on Global Energy Policy
Abstract:
Putting a price on carbon is a critical part of a low-cost strategy for reducing greenhouse gas (GHG) emissions, and a national carbon tax is a rare example of a climate change policy that has found bipartisan support in the United States. In 2018, legislation establishing a carbon tax was proposed by Democrats, Republicans, and bipartisan groups of US congressmen. However, while passing a carbon tax would certainly prove a significant step toward slashing emissions, simply adding a carbon tax to current policies is unlikely to achieve an emissions target at the lowest cost. Designing a carbon tax that contributes to achieving greenhouse gas reduction targets effectively and efficiently will require an examination of whether other new policies are also needed and whether existing policies can or should be changed or eliminated. With more proposals expected in 2019, such an examination is critical to ensuring both sufficient emissions reductions and an efficient set of policies that keep costs in check for taxpayers. As part of a broader carbon tax research program at the School of International and Public Affairs Center on Global Energy Policy at Columbia University, we have developed a framework for considering the interactions between a federal carbon tax and other policies that influence greenhouse gas emissions. Toward the goal of helping to design better policies, we identify policies and programs that are “complementary” to a carbon tax or “redundant.” A policy is defined as complementary if it: enables more cost-effective reductions of carbon dioxide emissions than a carbon tax would achieve on its own; or reduces GHG emissions and achieves a separate policy objective more cost-effectively than a federal carbon tax would on its own. Conversely, a policy is defined as redundant with a federal carbon tax if it leads to additional costs to society without achieving additional emissions reduction. In developing this framework, we recognize that real-world policies often do not fall cleanly into either category and that neither specifying the framework nor making the categorizations is an exact science. It is often difficult to identify a policy’s objective or evaluate its cost-effectiveness. In addition, the extent to which a policy complements a carbon tax depends on the nature of the carbon tax. Most obviously, with a lower carbon tax rate, fewer emission reductions would be achieved, and additional policies may be needed to make up the difference between the outcome and a science-based emissions reduction target. The results of the work, highlighted in the following table, indicate a relatively large number of policies can complement a carbon tax, such as those that support innovation in low-carbon technologies, tackle behavioral barriers to more efficient energy use, or improve public infrastructure and address barriers to reducing emissions unrelated to the price-related barriers addressed by a carbon tax. Conversely, the paper identifies regulations that force entities that pay the carbon tax to take specific actions to reduce their emissions, such as Environmental Protection Agency regulations of stationary sources of carbon dioxide emissions under section 111 of the Clean Air Act, as redundant with the carbon tax. The paper does not recommend which policies should be eliminated, changed, or added but intends to provide policy makers with information that will help them make these decisions.
Topic:
Climate Change, Science and Technology, Green Technology, and Carbon Tax
Political Geography:
United States

133. Engaging State-Owned Enterprises in Climate Action

Author:
Philippe Benoit
Publication Date:
09-2019
Content Type:
Working Paper
Institution:
Center on Global Energy Policy
Abstract:
Policy makers, academics, and others have devoted significant effort over the past three decades to considering how best to incentivize households and private companies to reduce their greenhouse gas (GHG) emissions. There has been much less discussion about how best to incentivize state-owned enterprises (SOEs) -- companies that are either wholly or majority owned by a government -- to cut emissions. Yet when it comes to energy sector GHGs, these state companies are among the world’s leading emitters. They are major emitters at both the country and global levels, notably from electricity generation. In the aggregate, they emit over 6.2 gigatonnes of carbon dioxide equivalent per year in energy sector GHGs, which is more than every country except China. Public sector companies are also major providers of low-carbon alternatives, such as renewables and nuclear power, and importantly, they often operate under incentives that are quite different from those facing their private sector counterparts. Given the emissions profile of SOEs, the nature of their corporate mandates, and their ownership structure, Columbia University’s Center on Global Energy Policy undertook research to examine how best to engage these companies in efforts to lower greenhouse gas emissions as part of its ongoing work on climate change. The paper explores the role of these public sector companies in climate change, examines the effectiveness of market-oriented solutions such as carbon taxes in changing SOE behavior, and evaluates some other potential strategies for reducing their emissions. In short, the paper finds the following: The state-ownership structure of SOEs allows governments to exercise shareholder power to press for the implementation of their climate policy preferences. Providing public sector financing and making associated infrastructure improvements are other ways that a government can encourage its SOEs to invest in low-carbon alternatives. In contrast, many SOEs operate with nonfinancial mandates, market protections, and other conditions that limit their responsiveness to carbon pricing mechanisms that are effective in changing private sector behavior. There are other ways to alter public sector companies so that they embrace a greener pathway without being directed, especially if a firm’s management determines the pathway will serve its corporate interests. This can be especially important for state-owned companies that have the political weight to resist government climate policy pressures. In emerging economies with large SOE emissions and with governments willingly direct their SOEs, using these companies to reduce emissions is a policy tactic that can present implementation and other advantages because it requires the government to target a limited number of companies that the state already owns and controls. How much a government prioritizes climate change relative to other goals is the most critical factor that will determine the extent to which its SOEs prioritize low-carbon investments. Successfully merging climate goals into growth objectives, at both the broader economic and the SOE-company levels, increases the likelihood that a state company will engage in the low-carbon transition in a sustained manner.
Topic:
Climate Change, Energy Policy, Science and Technology, and Green Technology
Political Geography:
Global Focus

134. 2019 Guide to Chinese Climate Policy

Author:
David Sandlow
Publication Date:
09-2019
Content Type:
Working Paper
Institution:
Center on Global Energy Policy
Abstract:
In 2018, China was the world’s leading emitter of heat-trapping gases by a wide margin. Its policies for limiting emissions will have a significant impact on the global climate for decades to come. From a historical perspective, China’s status as the world’s leading emitter is relatively recent. During most of the 19th and 20th centuries, Chinese emissions were modest. Then, in the early part of this century, as the Chinese economy boomed, Chinese emissions began to skyrocket, overtaking those from the United States around 2006. China’s cumulative emissions of carbon dioxide since the beginning of the Industrial Revolution are roughly half those from the United States. (Carbon dioxide, the leading heat-trapping gas, stays in the atmosphere for many years once emitted.) China’s leaders have declared that the impacts of climate change “pose a huge challenge to the survival and development of the human race” and that China is “one of the most vulnerable countries to the adverse impacts of climate change.”[11] The Chinese government has adopted short- and medium-term goals for limiting emissions of heat-trapping gases and a wide-ranging set of policies that contribute to meeting those goals. Those policies are shaped in part by other objectives, including promoting economic growth, cutting local air pollution and developing strategic industries. This Guide examines Chinese climate change policies. It starts with a review of Chinese emissions. It then explores the impacts of climate change in China and provides a short history of the country’s climate policies. The bulk of the Guide discusses China’s principal climate policies, explaining the policy tools the Chinese government uses to address climate change and related topics. Appendices provide background on institutions that shape climate policy in China. What are “climate policies”? Monetary and fiscal policies affect emissions and could therefore qualify, as could policies on many other topics. This Guide does not catalog all policies that could affect emissions or the climate, but instead focuses on policies most directly related to climate change, including those on energy, transportation, urbanization, forestry, climate adaptation and climate diplomacy. In choosing policies to focus on, I am guided in part by international convention and in part by governments’ extensive reporting on this topic. The Intended Nationally Determined Contributions submitted by more than 160 nations to the UN Framework Convention on Climate Change show a broad international consensus that policies on energy, transportation, urbanization and forestry, among others, are considered “climate policies.” The Chinese government’s official documents on climate change show the same.[12] Several official documents are important resources for anyone interested in China’s climate policies. Every year the National Development and Reform Commission (NDRC) publishes a report on China’s Policies and Actions for Addressing Climate Change.[13] These reports provide detailed information on a range of topics. Other key sources for understanding China’s climate policies include: China’s Intended Nationally Determined Contributions, submitted to the UN Framework Convention on Climate Change in June 2015;[14] Work Plan for Controlling Greenhouse Gas Emissions in the 13th Five-Year Plan, issued by the State Council in October 2016;[15] China’s First Biennial Update Report on Climate Change, submitted to the UN Framework Convention on Climate Change in December 2016;[16] China’s Second Biennial Update Report on Climate Change, submitted to the UN Framework Convention on Climate Change in December 2018;[17] and China’s Third National Communication on Climate Change, submitted to the UN Framework Convention on Climate Change in December 2018[18] Several themes run through these documents, including strong commitments to low-carbon development, cutting coal use, scaling up clean energy sources, promoting sustainable urbanization and participating actively in climate diplomacy. Implementation is fundamental to any policy. This is especially true in China, where policy implementation can be a considerable challenge. Key ministries may fail to coordinate. Resources for enforcement may be lacking. Policies designed to achieve different objectives may conflict. The priorities of provincial leaders may not align with policies from Beijing. For these reasons and more, stated policies—while important—are just part of the picture when it comes to understanding the Chinese response to climate change. The organization of this Guide reflects that. Most chapters start with a section of background facts. This background provides context and can help in forming judgments on the impacts of policies to date and potential impacts of policies in the years ahead. Where implementation has been especially challenging or successful, that is highlighted. This Guide can be read in parts or as a whole. Individual chapters are designed to stand alone and provide readers with information on discrete topics. The Guide as a whole is designed to provide an understanding of China’s response to climate change and the implications of that response for China and the world. The Guide can be accessed in three ways: by purchasing it as a book on Amazon.com by visiting the Guide to Chinese Climate Policy website at https://chineseclimatepolicy.energypolicy.columbia.edu/, and by downloading it for free from the website above or the website of Columbia University’s Center on Global Energy Policy—http://energypolicy.columbia.edu/ This is a “living document.” Many of the facts and policies it describes will change in the months and years ahead. As that happens, this Guide will be updated. New editions of the Guide will be released regularly.
Topic:
Climate Change, Energy Policy, Science and Technology, and Green Technology
Political Geography:
China and Asia

135. Electric Vehicle Penetration and Its Impact On Global Oil Demand: A Survey of 2019 Forecast Trends

Author:
Marianne Kah
Publication Date:
12-2019
Content Type:
Working Paper
Institution:
Center on Global Energy Policy
Abstract:
Columbia University’s Center for Global Energy Policy is undertaking a multiyear study on the prospects for and timing of peak oil demand. An essential piece of the puzzle is understanding what happens to global oil demand in the passenger vehicle sector, since it is the sector with the largest oil demand use today. Policy makers in a growing number of countries are supporting passenger vehicle electrification or a phaseout of fossil fuel passenger vehicles to reduce greenhouse gas emissions and improve urban air quality. To understand the trajectory of oil demand in this sector, it is important to comprehend the magnitude and timing of electric vehicle (EV) penetration. The pace of demand growth matters. If the world doesn’t move off oil at a rapid rate, it is important that policy makers recognize the need for investment in new oil supplies to prevent supply shortages and accompanying oil price spikes. Numerous studies analyzing the impact of EVs on oil demand have been published. It is difficult to compare these studies because they do not define the passenger vehicle sector the same way or provide underlying assumptions on a comparable basis. Last year, the author conducted a survey of all available global electric passenger vehicle penetration forecasts to compare underlying assumptions and the impact on oil demand. The author conducted a similar survey in 2019 to understand how views on EV penetration are changing. This report describes the results from the 2019 survey and indicates how views have changed since last year. Rationale for Studying the Passenger Vehicle Sector As shown in figure 1, the passenger vehicle sector is the largest sector of oil use, representing about one-quarter of the oil demand barrel. The passenger vehicle sector is a target for policy makers because full penetration of EVs could ultimately take nearly 25 million barrels per day of oil use out of the market. However, it is important to understand the other 75 percent of the oil demand barrel before assessing the prospects of peak oil demand. It should be noted that the passenger vehicle sector gets a disproportionate amount of attention from policy makers and the media because of the current focus on electrification and the greater ease of electrifying passenger cars versus other modes of transportation. For example, it is easier to electrify a passenger car than a heavy-duty truck, where the large and costly batteries required will reduce cargo carrying capacity due to weight limits on roads. It is also more challenging to electrify airplanes than passenger cars.
Topic:
Energy Policy, Oil, Science and Technology, Infrastructure, and Green Technology
Political Geography:
Global Focus

136. Mapping, Measuring, and Managing Methane: The Critical Role of a Potent Climate Pollutant

Author:
Deborah Gordon and Frances Reuland
Publication Date:
11-2019
Content Type:
Research Paper
Institution:
Watson Institute for International and Public Affairs at Brown University
Abstract:
Earth's temperature is rising to dangerous levels. Cutting greenhouse gas emissions is increasingly urgent. Although carbon dioxide is the major greenhouse gas, short-lived climate pollutants like methane are rapidly accelerating global warming in the near term. Methane emissions are on the rise. The global growth in oil and gas production and consumption is a prime driver. A new report released today by researchers at the Watson Institute identifies a multi-pronged approach for mapping and measuring methane and provides new tools to more effectively manage this super pollutant. Under a grant from the Alfred P. Sloan Foundation, authors Deborah Gordon, Watson Institute Senior Fellow, and Frances Reuland, former Brown University Researcher, assess the many ways that methane escapes from the oil and gas sector, both unintentionally and purposefully. Using a first-of-its-kind model under development, the Oil Climate Index + Gas, they estimate that oil operations are at greater risk for intentional venting and flaring of methane while gas operations pose a higher risk of inadvertent fugitive methane and accidental releases. The ability to focus detection and policymaking on the operators who bear direct emissions responsibility holds out the best prospects for methane reductions worldwide. While governments, NGOs, and companies continue to improve their methods to pinpoint and measure methane, difficulties remain. Overcoming these barriers requires: increased transparency and data collection; improved oversight through monitoring, reporting, and verification; regulations and binding agreements; research and development (R&D) and technology transfer; and financial incentives and penalties. In order to offer durable climate solutions, efforts to mitigate methane must be designed to withstand future political pressures.
Topic:
Climate Change, Science and Technology, Pollution, Fossil Fuels, and Methane
Political Geography:
Global Focus

137. Future Crime: Assessing twenty first century crime prediction

Author:
Katherine Aguirre, Emile Badran, and Robert Muggah
Publication Date:
07-2019
Content Type:
Special Report
Institution:
Igarapé Institute
Abstract:
Cities are where the future happens first. They are hubs of innovation, productivity and experimentation. But many cities also are sites of crime and violence. More than ever, municipal authorities, private firms and civic groups are experimenting with new ways to improve real and perceived safety in cities. In some cities, new technologies are improving the situational awareness of public authorities and citizens. In others, all encompassing surveillance and monitoring systems are challenging fundamental norms of privacy. In most developed cities, high-frequency time series information on insecurity is increasingly available. Literally thousands of gigabytes of raw data are available representing the dynamics and characteristics of crime. New high-power computer analysis is giving rise to a next generation of smart, agile and evidence-informed policing strategies. Predictive platforms in particular can enhance police operations, identifying priority targets for police intervention, and enabling more effective allocation of police resources.
Topic:
Crime, Science and Technology, Basic Data, Violence, Urban, Police, and Cities
Political Geography:
United States, United Kingdom, and Chile

138. Accountability of Google and other data-driven business models: data protection in the digital age

Author:
Maria Paula Ángel and Vivian Newman Pont
Publication Date:
10-2019
Content Type:
Working Paper
Institution:
Dejusticia
Abstract:
In this document we analyze the privacy policies of 30 companies with data-driven business models that collect data in Colombia and identify practices that have not been sufficiently contemplated by the personal data protection regime currently applicable in our country.
Topic:
Privatization, Science and Technology, Surveillance, Accountability, Private Sector, and Data
Political Geography:
Colombia and Latin America

139. China’s Digital Silk Road: Strategic Technological Competition and Exporting Political Illiberalism

Author:
Clayton Cheney
Publication Date:
08-2019
Content Type:
Working Paper
Institution:
Pacific Forum
Abstract:
The Digital Silk Road is the component of China’s Belt and Road Initiative that aims to establish China as the global technological superpower. While the Belt and Road Initiative is generally understood to be a foreign policy initiative, it is important to view the Digital Silk Road as both a foreign and domestically focused aspect of the initiative. The first step to analyzing this component of the Belt and Road Initiative is to create a conceptual roadmap to understand the components of the Digital Silk Road. This paper argues that it comprises four interrelated, technologically focused initiatives. First, China is investing abroad in digital infrastructure, including next generation cellular networks, fiberoptic cables and data centers. Second, it contains a domestic focus on developing advanced technologies that will be essential to global economic and military power. These advanced technologies include satellite navigation systems, artificial intelligence and quantum computing. Third, because China recognizes the importance of economic interdependence to international influence, the Digital Silk Road promotes e-commerce through digital free trade zones. Last, digital diplomacy and governance, including through multilateral institutions, are key to China creating its ideal international digital environment.
Topic:
International Trade and Finance, Science and Technology, Multilateral Relatons, Digital Economy, Belt and Road Initiative (BRI), Artificial Intelligence, and Silk Road
Political Geography:
China

140. A Guide to Japan’s Space Policy Formulation: Structures, Roles and Strategies of Ministries and Agencies for Space

Author:
Takuya Wakimoto
Publication Date:
04-2019
Content Type:
Working Paper
Institution:
Pacific Forum
Abstract:
The Japanese government’s organizational structure and policy processes for outer space programs have evolved over time, and now the government has completed its restructuring. Fifty years ago, the Japanese government restricted national space activities to “peaceful purposes,” which was interpreted as non-military activities. As a consequence, Japan’s space programs, including the government’s utilization of space systems, were rationalized on the basis of scientific purposes. Today, technological advancements and changes in both internal and external political circumstances led the government to accept and pursue a full-spectrum national space policy that includes military usage. The government codified these changes and created the first national law for space in 2008. The law established a Cabinet-level headquarters to develop and lead Japan’s space policy. In addition, organizational reforms in 2012 affected ministries’ and agencies’ roles, responsibilities, and national space policy processes. This paper is a resource for researchers of Japan’s space policy. It will allow them to easily and comprehensively understand how Japan’s national space policy is being formulated. The first section of this paper aims at clarifying the Japanese government’s current organizational structures, roles and strategies in space policy. The second section provides an overview of two national space policy pillars: national military space strategies and commercial space initiatives.
Topic:
Science and Technology, Military Strategy, Military Affairs, Space, and Space Force
Political Geography:
Japan and Asia