Criteria | Variables |
---|---|
Category I: Technology development | |
Innovative mobility services | • Use of electric vehicles for ride-sharing systems |
Alternative drives for MPT | • Diffusion of electric vehicles in MPT (private and public) • Range development • Cost development |
Alternative drives for public transport | • Diffusion of electric vehicles in public transport |
Intelligent charging infrastructure | • Development and establishment of intelligent charging infrastructure to avoid system instability |
Category II: Sector integration | |
Intelligent charging infrastructure | • Avoidance of negative effects of the diffusion of electric vehicles on the electricity system through the development of charging possibilities that are beneficial to the system |
Coupling of renewable electricity generation with the energy demand in transport | • Electrification of the transport sector only serves climate protection if the growing demand for electricity is met by the additional expansion of renewable energy supply • Electricity can be stored in battery electric vehicles directly at the time of generation, provided they are connected to the grid • Electricity can be used in electrolysis plants to produce hydrogen at the time of generation. This can be stored and used for refuelling independent of the electricity generation • Electrification thus serves the purpose of sector integration |
Category III: Environmental impact | |
Emissions to air, water, soil | • Production: mining and use of rare earths and critical resources (lithium, cobalt, platinum) may be problematic • Use phase: avoidance of NOx, reduction of fine dust, avoidance of further air pollutants in direct operation. Shift to electricity generation (if non-renewable energies are used) |
Greenhouse gases | • Production: mining and use of rare earths and critical resources (lithium, cobalt, platinum) • Use phase: avoidance of CO2 emissions in direct operation, shift to electricity generation if non-renewable |
Category IV: Social resonance | |
Empirically measured willingness-to-accept | • Increase in the cost of private transport: intention to switch may be high, but there is a risk of social imbalance; alternatives (public transport and alternative drives) must be available and usable • Lack of information: there is a lack of neutral information and education about the technical characteristics and possibilities of alternative drives, which is why there is a great deal of scepticism about the new technologies |
Empirically measured consumption and investment behaviour | • Purchase decision: depending on the level of information, the level of investment, the running costs, the technical characteristics such as range |
Category V: Institutional factors | |
Legal barriers | • Status quo: not everyone can participate equally (e.g. tenants cannot instal a charging infrastructure) • Lack of procurement guidelines: there are (still) no guidelines for public procurement to give preference to alternative drives |
Political barriers | • Windows of opportunity: current problem pressure via EU specifications, society’s climate protection claim (Fridays for Future) • Lack of coordination: activities of the car industry, the energy sector and the state to establish charging infrastructures should be coordinated and more goal-oriented |
Spatial barriers | • Contextual dependency: use of alternative drives, if necessary depending on the type of space (urban/rural), different incentives and systems of measures may be required |
Economic barriers | • Investment costs: vehicles with alternative drive systems are sometimes significantly more expensive than conventional vehicles, lack of procurement guidelines |