This paper analyses the effect of two new developments: electrification and ‘free floating’ car sharing and their impact on public space. Contrary to station based shared cars, free floating cars do not have dedicated parking or charging stations. They therefore park at public parking spots and utilize public charging stations. A proper network of public charging stations is therefore required in order to keep the free floating fleet up and running. As more municipalities are considering the introduction of an electric free floating car sharing system, the outline of such a public charging network becomes a critical piece of information. The objective of this paper is to create insights that can optimize charging infrastructure for free floating shared cars, by presenting three analyses. First, a business area analysis shows an insight into which business areas are of interest to such a system. Secondly, the parking and charging behaviour of the vehicles is further examined. The third option looks deeper into the locations and their success factors. Finally, the results of the analysis of the city of Amsterdam are used to model the city of The Hague and the impact that a free floating electric car sharing system might have on the city and which areas are the white spots that need to be filled in.
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The increased adoption of electric vehicles worldwide is largely caused by the uptake of private electric cars. In parallel other segments such as busses, city logistics and taxis, are increasingly becoming electrified. Amsterdam is an interesting case, as the municipality and the taxi sector have signed a voluntary agreement to realise a full electric taxi fleet by 2025. This paper investigates the results of a survey that was distributed amongst 3000 taxi drivers to examine perceptions and attitudes on the municipal charging incentives as well as taxi ride characteristics.
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Densely populated areas are major sources of air, soil and water pollution. Agriculture, manufacturing, consumer households and road traffic all have their share. This is particularly true for the country featured in this paper: the Netherlands. Continuous pollution of the air and soil manifests itself as acification, decalcification and eutrofication. Biodiversity becomes lower and lower in nature areas. Biological farms are also under threat. In case of mobility, local air pollution may have a huge health impact. Effective policy is called for, after high courts blocked construction projects, because of foreseen building- and transport-related NOx emissions. EU law makers are after Dutch governments, because these favoured economics and politics over environmental and liveability concerns. But, people in the Netherlands are strongly divided. The latest provincial elections were dominated by environmental concerns, next to many socio-economic issues. NOx and CO2 emissions by passenger cars are in focus. Technical means and increasing fuel economy norms strongly reduced NOx emissions to a still too high level. A larger number of cars neutralized a technological reduction of CO2 emissions. The question is: What would be the impact of a drastic mandatory reduction in CO2, NOx, and PM10 emissions on car ownership and use in the Netherlands? The authors used literature, scenario analysis and simulation modelling to answer this question. Electric mobility could remove these emissions. Its full impact will only be achieved if the grid-mix, which is still dominated by fossil fuels, becomes green(er), which is a gradual, long-term, process. EVs compete with other consumers of electricity, as many other activities, such as heating, are also electrifying. With the current grid-mix, it is inevitable that the number of km per vehicle per year is reduced to reach the scenario targets (−25% resp. −50% CO2 emissions by cars). This calls for an individual mobility budget per car user.
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In the coming decades, a substantial number of electric vehicle (EV) chargers need to be installed. The Dutch Climate Accord, accordingly, urges for preparation of regional-scale spatial programs with focus on transport infrastructure for three major metropolitan regions among them Amsterdam Metropolitan Area (AMA). Spatial allocation of EV chargers could be approached at two different spatial scales. At the metropolitan scale, given the inter-regional flow of cars, the EV chargers of one neighbourhood could serve visitors from other neighbourhoods during days. At the neighbourhood scale, EV chargers need to be allocated as close as possible to electricity substations, and within a walkable distance from the final destination of EV drivers during days and nights, i.e. amenities, jobs, and dwellings. This study aims to bridge the gap in the previous studies, that is dealing with only of the two scales, by conducting a two-phase study on EV infrastructure. At the first phase of the study, the necessary number of new EV chargers in 353 4-digit postcodes of AMA will be calculated. On the basis of the findings of the Phase 1, as a case study, EV chargers will be allocated at the candidate street parking locations in the Amsterdam West borough. The methods of the study are Mixed-integer nonlinear programming, accessibility and street pattern analysis. The study will be conducted on the basis of data of regional scale travel behaviour survey and the location of dwellings, existing chargers, jobs, amenities, and electricity substations.
Stedelijke regio’s streven naar een duurzame mobiliteitstransitie. Deze ambitie staat echter op gespannen voet met het hoge autobezit- en autogebruik. De stormachtige introductie van lichte elektrische voertuigen, oftewel LEVs (denk aan e-scooters, e-steps, e-(cargo)bikes en micro-cars) leek een belangrijke ‘gamechanger’ te zijn. Deze LEVs zijn namelijk klein en efficiënt, zijn nagenoeg emissievrij, bieden mogelijkheden voor het verbeteren van het voor- en natransport van het openbaar vervoer (OV) en worden bovendien door hun gebruikers als prettig ervaren tijdens het reizen.Tot op heden maken LEVs deze beloften echter onvoldoende waar. Bij de introductie, thans met name in de vorm van deelsystemen, komen diverse uitdagingen aan het licht zoals: 1) verrommeling en overlast door verkeerd gepareerde LEVs, 2) ongewenste substitutie van loop-, fiets- en OV-verplaatsingen en beperkte impact op autogebruik en 3) en zorgen over de verkeersveiligheid en beleving, met name op de (al steeds drukker wordende) fietsinfrastructuur in Nederland. Deze problemen komen mede voort uit de snelle introductie waardoor gemeenten achter de feiten aanliepen en geen gericht beleid konden voeren. Langzaam komen we nu in een periode van stabilisatie en regulering maar een doorontwikkeling naar pro-actief LEV beleid is nodig om de potentie van LEVs voor de mobiliteitstransitie te ondersteunen. Het LEVERAGE-consortium, bestaande uit sterke partners uit de triple helix, gaat daarom aan de slag met deze vraagstukken. De centrale onderzoeksvraag is:Wat is de potentie van LEVs voor de mobiliteitstransitie naar bereikbare, duurzame, verkeersveilige, inclusieve en leefbare stedelijke regio’s en hoe kan deze optimaal worden benut door een betere integratie van LEVs in het mobiliteitssysteem en het mobiliteitsbeleid en door een effectieve governance van de samenwerking tussen publieke en private stakeholders?Om deze vraag te beantwoorden heeft het consortium een ambitieus en innovatieve onderzoeksopzet gedefinieerd waarbij veel nadruk wordt gelegd op de disseminatie en exploitatie van kennis in de beleidspraktijk.Collaborative partnersProvincie Noord-Brabant, Metropoolregio Arnhem-Nijmegen, Gemeente Eindhoven, Gemeente Breda, Gemeente Arnhem, Ministerie I&W, Rijkswaterstaat, Arriva, PON, Check, Citysteps, Cenex, TIER, We-all-Wheel, Fleet investment, Goudappel, Kennisinstellingen en netwerkorganisaties, HAN, TU/e, CROW, Connekt, POLIS, SWOV.
