Developers of charging infrastructure, be it public or private parties, are highly dependent on accurate utilization data in order to make informed decisions where and when to expand charging points. The Amsterdam University of Applied Sciences, in close cooperation with the municipalities of Amsterdam, Rotterdam, The Hague, Utrecht, and the Metropolitan Region of Amsterdam Electric, developed both the back- and front-end of a charging infrastructure assessment platform that processes and represents real-life charging data. Charging infrastructure planning and design methods described in the literature use geographic information system data, traffic flow data of non-EV vehicles, or geographical distributions of, for example, refueling stations for combustion engine vehicles. Only limited methods apply real-life charging data. Rolling out public charging infrastructure is a balancing act between stimulating the transition to zero-emission transport by enabling (candidate) EV drivers to charge, and limiting costly investments in public charging infrastructure. Five key performance indicators for charging infrastructure utilization are derived from literature, workshops, and discussions with practitioners. The paper describes the Data Warehouse architecture designed for processing large amounts of charging data, and the web-based assessment platform by which practitioners get access to relevant knowledge and information about the current performance of existing charging infrastructure represented by the key performance indicators developed. The platform allows stakeholders in the decision-making process of charging point installation to make informed decisions on where and how to expand the already existing charging infrastructure. The results are generalizable beyond the case study regions in the Netherlands and can serve the roll-out of charging infrastructure, both public and semi-public, all over the world.
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On the eve of the large-scale introduction of electric vehicles, policy makers have to decide on how to organise a significant growth in charging infrastructure to meet demand. There is uncertainty about which charging deployment tactic to follow. The main issue is how many of charging stations, of which type, should be installed and where. Early roll-out has been successful in many places, but knowledge on how to plan a large-scale charging network in urban areas is missing. Little is known about return to scale effects, reciprocal effects of charger availability on sales, and the impact of fast charging or more clustered charging hubs on charging preferences of EV owners. This paper explores the effects of various roll-out strategies for charging infrastructure that facilitate the large-scale introduction of EVs, using agent-based simulation. In contrast to previously proposed models, our model is rooted in empirically observed charging patterns from EVs instead of travel patterns of fossil fuelled cars. In addition, the simulation incorporates different user types (inhabitants, visitors, taxis and shared vehicles) to model the diversity of charging behaviours in an urban environment. Different scenarios are explored along the lines of the type of charging infrastructure (level 2, clustered level 2, fast charging) and the intensity of rollout (EV to charging point ratio). The simulation predicts both the success rate of charging attempts and the additional discomfort when searching for a charging station. Results suggest that return to scale and reciprocal effects in charging infrastructure are considerable, resulting in a lower EV to charging station ratio on the longer term.
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Since 2012 the dutch metropolitan area (the metropole region of amsterdam, the city of amsterdam, rotterdam, the hague, utrecht ) cooperate in finding the best way to stimulate electric mobility through the implementation of a public charging infrastructure. with more than 5600 charge points and 1.6 million charge sessions in the last two years this is one of the most extensively used public charging infrastructure available worldwide. in this paper a benchmark study is carried out to identify different charge patterns between these 5 leading areas with an extensive public charging infrastructure to establish whether and how charge behaviour (e.g. charged volume, capacity utilization, unique users) differs between cities. based on the results first explanations for possible differences in charge patterns between cities will be provided. the study aims to contribute to a better understanding of the utilization of public charging infrastructure in a metropolitan area existing of four city centres and the amsterdam metropolitan area and to provide input for policy makers to prepare a public charging infrastructure ready for the projected growth of electric mobility in the next five years.
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Charging infrastructure development is vital for the adoption of electric vehicles (EVs). Yet, on the surface, there seems to be significant disagreement about when, how and which kind of charging infrastructure should be developed and most importantly, for what reasons. These reasons are concealed in the stakeholders’ perspective on the future. Differences in stakeholders’ perspectives regarding expectations on the future EV charging infrastructure may be expected, but should they prove irreconcilable they may stall the roll-out. However, to date, it remains unknown what these stakeholders’ perspectives are, how they are aligned across stakeholders, which topics are heavily debated and which are agreed upon. This study uses Q-methodology to identify different perspectives on the future of roll-out of EV charging infrastructure. The analysis shows that stakeholders mainly differ in the extent fast charging should play an important role, the degree smart charging should be the standard in charging and how much government should intervene with infrastructure roll-out. There is a consensus on the importance of interoperability of charging stations. The four different perspectives were supported across different stakeholders, which supports the idea that perspectives are not strongly linked to the stakeholders’ interests.
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The authors discuss and analyze the complex interplay between rail infrastructure development and land use development of railway station areas in the Netherlands. They argue that although this interrelation has been theorized and studied in the academic literature, the underlying complex and dynamic mechanisms, and the appropriate planning and management responses, are still insufficiently understood. This is particularly relevant for local, regional and national policymakers in the various subsystems, because a lack of network understanding and interconnectedness may produce suboptimal, unsustainable spatial and rail infrastructure planning. In order to better understand and manage the dynamic interrelations between rail infrastructure and urban development in the Delta Metropolis, the serious game SprintCity was developed. The game is played with the real stakeholders (administrators, planners, politicians, interest groups, experts and consultants, etc.). In this paper, the authors describe and analyze why and how the complexity of the real world system was modeled into a serious game.
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In this study we developed models in order to predict the need for public charging points. These models give municipalities an insight into various environmental and consumer related factors that determine the need for public charging points for electric vehicles in the neighbourhood. These factors include, amongst others, the average gross monthly income of households in a certain neighbourhood and the overall number of cars in a certain neighbourhood. On the basis of the models it turns out, among other factors, that neighbourhoods with households with a relatively high average gross monthly income, and a relatively high number of cars, need a relatively large number of public charging points for electric vehicles.
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Analyse the results from a representative selection of the supply chain studies for school feeding programmes in Kenya, Ghana and Mali, and make specific suggestions for interventions that can efficiently include SHF in the supply chains.
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Flexigrow is a project which analyzes the performance of an all-electric neighborhood of energy efficient houses here in the Netherlands. The goal of this project is to determine whether or not the houses are performing as well as expected and how we might improve their performance using different infrastructure configurations (e.g. micro-CHPs in place of or in combination with electric heat pumps).
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Communities worldwide are critically re-examining their seasonal cultures and calendars. As cultural frameworks, seasons have long patterned community life and provided repertoires for living by annual rhythms. In a chaotic world, the seasons - winter, the monsoon and so on - can feel like stable cultural landmarks for reckoning time and orienting our communities. Seasons are rooted in our pasts and reproduced in our present. They act as schemes for synchronising community activities and professional practices, and as symbol systems for interpreting what happens in the world. But on closer inspection, seasons can be unstable and unreliable. Their meanings can change over time. Seasonal cultures evolve with environments and communities’ worldviews, values, technologies and practices, affecting how people perceive seasonal patterns and behave accordingly. Calendars are contested, especially now. Communities today find themselves in a moment of accelerated and intersecting changes - from climate to social, political, and technological - that are destabilizing seasonal cultures. How they reorient themselves to shifting patterns may affect whether seasonal rhythms serve as resources, or lead people down maladaptive pathways. A focus on seasonal cultures builds on multi-disciplinary work. The social sciences, from anthropology to sociology, have long studied how seasons order people’s sense of time, social life, relationship to the environment, and politics. In the humanities, seasons play an important role in literature, art, archaeology and history. This book advances scholarship in these fields, and enriches it with extrascientific insights from practice, to open up exiting new directions in climate adaptation. Critically questions traditional, often-static notions of seasons; re-interpreting them as more flexible, cultural frameworks adapting to changes to our societies and environments.
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Summary Project objectives This study fits into a larger research project on logistics collaboration and outsourcing decisions. The final objective of this larger project is to analyze the logistics collaboration decision in more detail to identify thresholds in these decisions. To reach the overall objectives, the first step is to get a clearer picture on the chemical and logistics service providers industry, sectors of our study, and on logistics collaboration in these sectors. The results of this first phase are presented in this report. Project Approach The study consists of two parts: literature review and five case studies within the chemical industry. The literature covers three topics: logistics collaboration, logistics outsourcing and purchasing of logistics services. The five case studies are used to refine the theoretical findings of the literature review. Conclusions Main observations during the case studies can be summarized as follows: Most analyzed collaborative relationships between shippers and logistics service providers in the chemical industry are still focused on operational execution of logistics activities with a short term horizon. Supply management design and control are often retained by the shippers. Despite the time and cost intensive character of a logistics service buying process, shippers tendering on a very regular basis. The decision to start a new tender project should more often be based on an integral approach that includes all tender related costs. A lower frequency of tendering could create more stability in supply chains. Beside, it will give both, shippers and LSPs, the possibility to improve the quality of the remaining projects. Price is still a dominating decision criterion in selecting a LSP. This is not an issue as long as the comparison of costs is based on an integral approach, and when shippers balance the cost criterion within their total set of criteria for sourcing logistics services. At the shippers' side there is an increased awareness of the need of more solid collaboration with logistics service providers. Nevertheless, in many cases this increased awareness does not actually result in the required actions to establish more intensive collaboration. Over the last years the logistics service providers industry was characterized by low profit margins, strong fragmentation and price competition. Nowadays, the market for LSPs is changing, because of an increasing demand for logistics services. To benefit from this situation a more pro-active role of the service providers is required in building stronger relationships with their customers. They should pay more attention on mid and long term possibilities in a collaborative relation, in stead of only be focused on running the daily operation.
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