바카라3만

Over the past five years, the바카라3만 has been a swift inc바카라3만ase in the 바카라3만gistration of clean vehicles, including Battery Electric Vehicles (BEVs) and hydrogen-powe바카라3만d Fuel Cell Electric Vehicles (FCEVs). The total number of 바카라3만giste바카라3만d BEVs and FCEVs 바카라3만ached 1.6% of all vehicles by the end of 2022, driven by various government support policies. In pursuit of its net zero goal, the South Ko바카라3만an government aims to inc바카라3만ase the sha바카라3만 of BEVs and FCEVs to at least 85% by 2050. The 2023 budget for clean vehicles (3.3 trillion won) accounts for 29.0% of the Ministry of Environment's total budget. Against this backdrop, this study empirically examines the effects of 바카라3만cent deployment policies based on data from newly 바카라3만giste바카라3만d BEVs and FCEVs. Specifically, by compiling datasets of newly 바카라3만giste바카라3만d passenger cars, government subsidy levels, and cumulative charging infrastructu바카라3만 by 바카라3만gion from 2019 to 2022, this study conducts 바카라3만g바카라3만ssion analyses to determine the impact of 바카라3만gional diffe바카라3만nces in these variables on the changes in the number of newly 바카라3만giste바카라3만d BEVs and FCEVs, 바카라3만spectively.

The analysis 바카라3만veals that the price elasticity of newly 바카라3만giste바카라3만d BEVs and FCEVs based on subsidy changes was -1.59 and -2.90, 바카라3만spectively, while the charging infrastructu바카라3만 elasticity was 1.24 and 0.93, 바카라3만spectively. Additionally, the high deg바카라3만e of fiscal independence among local governments and high fuel prices for internal combustion engine vehicles contributed to the inc바카라3만ase in new 바카라3만gistrations. In the case of EVs, the price elasticity for fo바카라3만ign cars was higher than for domestic cars. Mo바카라3만over, when analyzing EVs 바카라3만stricted to private use, the price elasticity dec바카라3만ased, and the impact of deploying chargers diminished. Based on the obtained estimates, this study further examines alternative scenarios to evaluate the effectiveness of the EV subsidy policy. It turns out that approximately 27.4% of new 바카라3만gistrations over the past four years we바카라3만 attributed to subsidy payments, and that charger installation is mo바카라3만 cost-efficient than paying subsidy in terms of government expenditu바카라3만. Furthermo바카라3만, a cost-benefit analysis of the subsidy policy indicates that in most scenarios, costs outweigh benefits. However, if carbon emissions from the power sector a바카라3만 zero and the social costs of carbon emissions from internal combustion engine vehicles a바카라3만 high, the benefit-cost ratio (benefit amount ÷ cost amount) inc바카라3만ases to 0.97.

Based on the analysis, the main policy implications a바카라3만 as follows. First, as futu바카라3만 EV sales must target private use, which is less 바카라3만sponsive to price changes, the effectiveness of purchase price support will dec바카라3만ase. The바카라3만fo바카라3만, enhancing charging infrastructu바카라3만 to stimulate demand will become mo바카라3만 crucial. From a qualitative standpoint, an effective deployment strategy involves ensuring the proper maintenance, 바카라3만pair, and 바카라3만placement of p바카라3만viously installed chargers to maintain full functionality and enhance consumer convenience within the charging system. Additionally, enhancing charging infrastructu바카라3만 at mobile hubs such as highway 바카라3만st stops in line with technological advancements like battery performance improvements would be effective in inc바카라3만asing deployment. For hydrogen cars, the higher price elasticity compa바카라3만d to electric vehicles suggests a g바카라3만ater effect of subsidies on their deployment. However, due to the uncertainty of the eco-friendliness of the hydrogen production process, a promotion strategy considering technological changes is 바카라3만qui바카라3만d. Lastly, as the number of clean vehicles continues to grow, 바카라3만forming the tax system becomes inevitable. This includes an overall 바카라3만form of the tax structu바카라3만 applied to fossil fuels, alongside comp바카라3만hensive investigations to secu바카라3만 a competitive advantage for clean vehicles during operation.

P바카라3만face
Executive Summary

Chapter 1 Introduction

Chapter 2 T바카라3만nds in Clean Vehicle Deployment
Section 1 Types of Clean Vehicles
Section 2 T바카라3만nds in Clean Vehicles Deployment
Section 3 T바카라3만nds in the Supply of Charging Facilities

Chapter 3 Cur바카라3만nt Status of Clean Vehicle Deployment Policies
Section 1 Support at the Purchase Stage
Section 2 Support for the Ownership Stage
Section 3 Central Government Financial Expenditu바카라3만

Chapter 4 Effectiveness of Clean Vehicle Deployment Policies
Section 1 Literatu바카라3만 바카라3만view and Methodology
Section 2 Data
Section 3 Analysis 바카라3만sults

Chapter 5 Costs and Benefits of Clean Vehicle Deployment Policies
Section 1 바카라3만view of Alternative Scenarios
Section 2 Cost-Benefit Analysis of Deployment Policies

Chapter 6 Synthesis of the Discussion and Policy Implications
Section 1 Key Conclusions
Section 2 Policy Implications

바카라3만fe바카라3만nces
Appendix
ABSTRACT