Figure 2 - available via license: Creative Commons Attribution 4.0 International
Content may be subject to copyright.
Source publication
To meet current targets for greenhouse gas emissions in Europe, emissions, especially those originating from the road transport sector, need to be reduced. Plans are to achieve this goal by substituting fossil fuel vehicles with electric vehicles (EVs). This article first discusses conceptually the impact of an increasing share of EVs on the electr...
Context in source publication
Context 1
... is possible via conventional power connections (in Germany mostly Type C and Type F [Schuko]; International Electrotechnical Commission, 2020) or by installing so-called wall boxes. Using Schuko, however, the charging process takes several hours due to the low charging power, whereas wall boxes ( Figure 2) can significantly reduce the charging time; in both cases, the domestic power connection is usually sufficient. ...
Similar publications
Energy/fuel consumption and associated emissions are major concerns of transport sector. During the fiscal year (FY) of 2018, Pakistan’s transport sector consumed 22 million tons of oil equivalent (TOE) energy from burning of fossil fuels and emitted 52.8 million metric tons (MMT) of CO2, which accounted for 30% of country’s overall carbon emission...
Citations
... In contrast, communities that have less EV adoption have more concerns about charging availability (Abotalebi et al., 2019;Hathaway et al., 2021). This represents a "chicken or the egg" justification problem as described by Zink et al. (2020) should planners focus on creating new infrastructure around the needs of the existing adoption community, or should they plan for the needs of a wider-adoption community? This question likely has different answers based on individual philosophies. ...
... Incentivisation programmes to install charging and support adoption are important to all vehicle users but perhaps slightly more so to lower-income groups (Li et al., 2020). In reality though, it is often users who do not personally need subsidisation who benefit the most from these incentives (Caulfield et al., 2022;Zink et al., 2020). In state-centric planning practices, it is also the case that modelling and deployment efforts tend to favour the high-resource communities that drive societal change rather than the lower resource communities that are expected to adapt to change at a slower pace. ...
Many communities have been marginalised in the ongoing policy and planning debates surrounding transportation electrification, even though well allocated charging infrastructure is essential for the environmental and societal benefits of Electric Vehicles (EVs) to be realised. This scoping review aims to synthesise the current state of knowledge and gaps surrounding transportation equity in EV charging research. Following PRISMA-Scr protocols, a literature search is conducted to locate articles that explicitly or implicitly discuss EV charging equity. Our review finds that research on charging equity is nascent and lacking in clear normative evaluations of equity compared to the wider body of transportation equity literature. Only slightly more than one-in-four of an identified 37 articles discuss equity and justice explicitly. Equity perspectives in charging research are dominated by North American and European perspectives, with limited perspectives from the rest of the world. Charging incentivisation schemes and planning efforts may not be equity focused and may favour wealthier individuals, and there are differences in the charging needs and desires of high adoption groups compared to low adoption groups. These findings, however, often come from geographically and philosophically limited contexts and there are gaps in the literature for new methodological and topical contributions to this area. ARTICLE HISTORY
... Multiple authors (e.g., Canepa, Hardman & Tal, 2019 ;Hathaway et al., 2021 ;Karolemeas, Tsigdinos, Tzouras, Nikitas & Bakogiannis, 2021 ) have described a greater necessity to consider the infrastructure needs of lower-income and traditionally disadvantaged groups when placing EVSE. This, however, leads to a "chicken or the egg " conceptualization problem as discussed by Zink, Valdes & Wuth, 2020 . Based on utilitarian welfare economic approaches, increasing the market penetration of EVs in higher adoption brackets may cause a trickle-down effect that increases the development of EV charging for lower income residents in longer term planning scenarios. ...
... Based on utilitarian welfare economic approaches, increasing the market penetration of EVs in higher adoption brackets may cause a trickle-down effect that increases the development of EV charging for lower income residents in longer term planning scenarios. However, the development of gapless EV charging coverages, even when it may not be initially profitable, may have added benefits that minimize consumer anxieties across a wider swath of society and further increase in EV adoption ( Zink, Valdes & Wuth, 2020 ). Given that charging availability and cost is a greater concern and consideration in communities and regions that have lower adoption rates ( Abotalebi, Scott & Ferguson, 2019 ;Hsu, & Fingerman, 2021 ;Wang, Yao, & Pan, 2021 ;Hathaway et al., 2021 ), under a scenario where EVs are going to be imposed on the populace by market and governmental actors, social justice and environmental concerns would dictate a bottom-up vertical equity approach where chargers need to be available across all communities even if it is not initially profitable. ...
Land use mixing, balanced land uses, and transportation accessibility have previously been indicated as significant impactors of travel behavior, yet this relationship has not been examined in the EVSE accessibility literature. Using an application of the unsupervised machine learning (ML) clustering algorithm Density-based spatial clustering of applications with noise (DBSCAN), this research identifies 34 areas of spatially clustered level-1, level-2, and DC Fast EVSE charging infrastructure in the Chicago Metropolitan Area. Results indicate that charging access is imbalanced across suburban and urban communities and much of this disparity can be tied to EVSE clustering and its associated land use regimes in the metropolitan area. The majority of EVSE clusters are comprised primarily of level-2 charging and exist in isolated commercial developments to the affluent north and west of the city. Only 26% of clusters are associated with mixed land uses that occur in higher-income dense neighborhoods such as Evanston. Level-3 charging forms a smaller proportion of clustered charging across the region but is primarily unclustered. From a travel behavior perspective, this research highlights a need for a wider abundance of public fast charging options for lower socioeconomic communities and not merely utilitarian charging allocations that perpetuate accessibility for the wealthy.
... If this ambiguity was statistically overcome, an optimal strategy for whether policymakers should favor subsidizing charging infrastructure or directly stimulate EV sales could be identified. In Germany for example, this decision has in the past often come down to image politics and symbolic, isolated actions (Zink et al., 2020). In order to understand the effect that the establishment of charging points has on a region, we employ an event study regression framework (Callaway and Sant'Anna, 2020b;Athey and Imbens, 2021;Mangrum and Niekamp, 2020). ...
We study whether public charging infrastructure drives battery electric vehicle adoption. Our analysis is based on granular, annual information on the location of public charging infrastructure and the battery electric vehicle ownership rate across 356 Norwegian LAU-2 municipalities between 2009 and 2019. We focus on areas in which the first public charging infrastructure was installed in this time period. In these mostly rural areas, the establishment of a first public charging station initiated adoption. We find, on average, an increase of the local electric vehicle ownership rate by 1.5 percentage points or 200% over 5 years. Our results are robust to anticipatory effects. They also remain unaffected from different treatment thresholds: the median number of public chargers in a municipality between 2009 and 2019 or the median density of public charging points per 1000 inhabitants in the same time frame. While we cannot fully rule out reverse effects, we identify public charging infrastructure to serve as a stimulus to the diffusion of battery electric vehicles.
... Since early 2010, the German government implemented a series of measures to promote the use of EVs, including purchase subsidies and the development of charging infrastructures. The article by Zink, Valdes, and With (2020) discusses the impact of an increasing share of EVs on the electricity grid and suitable locations for charging stations with examples from a case study in Lower Bavaria. The impact of purchase subsidies on EV purchases in Germany, a high-income country characterised by an important automotive indus-try and an increasing share of private vehicles, is also examined. ...
Dominant electricity systems are inevitably transitioning into new forms in terms of power generation mix, mode of energy system governance and vested interests, the extent of state and consumer/citizen participation in the energy system, and energy justice expectations in different geographies in the Global North and Global South. In this editorial to the thematic issue entitled Politics and (Self-)Organisation of Electricity System Transitions in a Global North-South Perspective, we discuss politics and (self)-organisation of (just) energy transitions to expose how messy, convoluted, and fluid future electricity system transitions can be in both the Global North and Global South.
The location of electric vehicle charging facilities is of great significance in promoting the use of electric vehicles. Most existing electric vehicle location models, including the flow refueling location model (FRLM) and its flexible reformulation (FRFRLM), are based on flow demand. At present, these models cannot effectively deal with large-scale traffic networks within a limited time, and there has been little comparison of their relative benefits and limitations. Additionally, there have been few evaluations of the actual construction and location of charging facilities in cities. This paper describes an algorithm that can solve the large-scale transportation network problem within a reasonable time. Using this algorithm, the FRLM and FRFRLM models are compared in a case study focused on Jiading District, Shanghai, China, which provides some direction for the future development of flow demand models. Finally, to evaluate the actual construction of urban charging facilities, this paper presents an algorithm that can map the actual charging facilities to the transportation network, and compares the actual construction situation with the model output. This enables a comprehensive evaluation of the actual construction of charging facilities and provides guidance for future construction.
