Both China’s national subsidy policies for plug-in electric vehicles (PEVs) purchasers and passenger cars corporate average fuel consumption and new vehicle credit regulation (dual-credit policy) favor long-range 300+ km battery electric vehicles (BEVs) and 80+ km plug-in hybrid electric vehicles (PHEVs). However, these electric vehicles tend to have lower energy efficiency and higher purchase and operation costs. Vehicle with larger batteries can also be less equitable because the subsidies are often provided to more expensive vehicles and wealthier owners. This study takes advantage of a novel dataset of daily driving data from 39,854 conventional gasoline vehicles in Beijing and 4999 PHEVs in Shanghai to determine the optimal range of BEVs and PHEVs within their respective cities. We simulate a model to explore ranges with which PEVs emit less GHGs than that of a baseline hybrid and conventional gasoline vehicle while ensuring that all daily travel demands are met. Our findings indicate that in both cities, the optimal ranges to balance cost and travel demand for BEVs are 350 km or less and for PHEVs are 60 km or less in Beijing and 80 km or less in Shanghai. We also find that to minimize carbon dioxide (CO2) emissions, the ranges are even lower 10 km in Beijing and 30 km in Shanghai. Our study suggests that instead of encouraging long-range PEVs, governments should subsidize PEV models with shorter ranges. Parallel efforts should also be made to both increase renewable energy over fossil fuels and expand charging facilities. Although individual mobility demand varies, the government could reduce occasional long-distance driving by subsidizing alternative transportation choices. Providing week-long driving trials to consumers before their purchases may help decrease the demand of very long range PEVs by alleviating the range anxiety through a learning process.
The neustonic copepodAnomalocera patersoni Templeton, collected from the Gulf of Naples from January to May 1988, laid subitaneous and diapause eggs that were of equal size and dark and smooth in appearance. In January and February, most eggs were subitaneous and hatched within 2 to 3 d at room temperature. Conspicuous numbers of diapause eggs were first obtained in February when several clutches contained a second egg type which did not hatch in a subitaneous manner. By March and April, most clutches contained only diapause eggs. Transmission electron microscope studies of subitaneous and diapause eggs revealed striking morphological differences. Subitaneous eggs had a thin vitelline coat covering the plasma membrane, whereas diapause eggs were enveloped by a complex four-layer structure which is assembled after spawning and which probably serves as a protective shell during dormancy. No major morphological differences were discernible in the oogenic cycle of females spawning either of the two egg types. Diapause eggs were shown to be embryos in early stages of development, and segmentation of these embryos was arrested for the entire 6-mo period of investigation. Diapause eggs hatched after 7 mo of dormancy. 相似文献
In this paper we examine the issues associated with the temporary sheltering and housing of victims after natural disasters in the United States. Specific topics addressed include differential access to shelter and housing aid according to social class, ethnicity and related demographic factors; the relationship between post-disaster shelter and housing and long-term recovery; the role of social support networks in the sheltering of victims; and the implications of the research for the provision of shelter and housing aid after disasters. 相似文献