Bans on sales of new gas-powered vehicles won’t affect those that are already on the road. One-third of U.S. greenhouse gas emissions come from the transportation sector. Cars and light-duty trucks produce almost two-thirds of that share, which makes them a major driver of climate change.

They also emit air pollutants, notably fine particulates, that can cause premature deaths and illnesses, including cardiovascular disease, asthma and other respiratory ailments. Studies show that fine particle pollution disproportionately burdens communities of color.

Gas-powered cars can remain on the road for up to 30 years. Given their harmful health effects, I believe that waiting for the U.S. auto fleet to naturally turn over to zero-emission vehicles is not acceptable.

There aren’t many mechanisms today to encourage drivers to shift away from old, dirty cars. The federal CARS program, also known as “Cash for Clunkers,” ran for a few months in 2009 and offered rebates of up to $4,500 to drivers who turned in older vehicles for more fuel-efficient new or used cars. However, this program delivered modest emission reductions relative to its cost

What’s more, older vehicles often are shipped abroad for resale. According to a United Nations report, the U.S. is one of the top three global exporters of used cars. In addition to increasing scrapping and recycling of older, high-emitting cars, I see a need for coordinated international regulations to ensure safe and sustainable trade of used vehicles, as the U.N. report recommended.

Benefits to promote EV adoption often aren’t accessible to those who need them most. A 2020 study funded by the U.S. Department of Transportation found that low-income households in Atlanta were less likely to benefit from state and federal EV incentives than higher-income households, because the incentives were awarded as credits against income taxes owed. This is also how current federal tax credits are structured.

In a paper currently under review, colleagues and I show that to date in California, EV adoption and rebate rates are lower in zip codes whose residents are majority low-income and populations of color, as well as in formerly redlined neighborhoods.

In another study, we examined an equity mobility program in California that was designed to help low-income households purchase zero-emission vehicles. We found that the program didn’t fully work as intended, because the application process was complex, imposed challenging timelines and offered applicants limited support.

California has enacted new legislation that will expand this program statewide, and we look forward to seeing updates and improvements.

Almost one-fifth of Americans live in rural areas, where they typically drive more than city dwellers, have sparse access to public transit and often rely on private vehicles. Members of our research group have interviewed rural residents who don’t own cars and rely on one bus a day to get to the nearest doctor’s office or grocery store.

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