Abstract

This paper assesses the relation between access to markets and cultivated land in Sub-Saharan Africa. Making use of a geo-referenced panel over three decades (1970-2005) during which the road network was significantly improved, the analysis finds a modest but significant positive association between increased market accessibility and local cropland expansion. It also finds that cropland expansion, in turn, is associated with a small but significant increase in local gross domestic product. These results are suggestive of agricultural activities that develop at the extensive margin, which are mostly to serve local demand, but are not indicative of commercial agriculture that serves external markets. Document type: Book

Abstract

frica’s population is young and growing at twice the pace of other continents. A youth bulge presents a series of development policy opportunities and challenges. In this context, simplistic linkages between the youth bulge, high unemployment, and fragility have gained traction and given rise to a youth policy agenda that targets urban male youth as the problem and emphasizes formal sector development as the solution. This paper questions some of the core assumptions that underpin mainstream perceptions of the linkages between youth, employment, and fragility in West Africa, and presents an alternative analysis. The study will use the language of livelihoods to reflect on youth employment experiences, as livelihoods take into account the capabilities, assets (including both material and social resources), and activities required for a means of living beyond traditional ideas of employment, and thus enable a deeper, more sophisticated understanding of the realities of many young West Africans. The paper argues that a nuanced understanding of specific groups of young people and their livelihood activities in their specific social, cultural, political, and economic context is necessary to understand how young peoples’ lives intersect with fragility dynamics. The paper aims to highlight that the relationship between youth, unemployment, underemployment, livelihoods, and fragility is far more complex than is often recognized and should not be exaggerated or taken out of context.

Abstract

We present the results from a choice experiment conducted across Denmark Finland, Iceland, Norway and Sweden focusing on electric vehicles and vehicle-to-grid technology. The survey involved the entire Nordic region and had >4000 respondents choosing between two versions of electric vehicles (some including vehicle-to-grid capability) as well as their preferred gasoline vehicle. We analyzed the data using a mixed logit model and present the willingness to pay for driving range, acceleration, recharging time, fuel source, and vehicle-to-grid capability. In addition, due to the cross-national nature of our data, we also present willingness-to-pay comparisons between the five Nordic countries. We find that certain attributes, like driving range and recharging time, are substantially higher than previous estimates, whereas others, like acceleration are lower. In addition, we find that some attributes vary across the five countries (such as driving range), whereas other attributes remain constant. Finally, we find that vehicle-to-grid capability, divorced of onerous contracts, is significantly positive, but only for some countries, whereas in other countries it has no value, implying greater education and awareness of vehicle-to-grid is necessary if it is to accelerate electric vehicle adoption.

Abstract

A new era of transportation has experienced electrification and undergoes notable changes in the last few decades. The concern about environmental friendly technology carries almost a huge expansion prospect to electric vehicles (EVs). Whereas plug-in hybrid electric vehicles (PHEVs) are recognized as a feasible term in the line of vehicular technology in the smart electric grid to lessen the dependency on fossil fuels and greenhouse gas (GHG) emissions related to conventional vehicles (CVs). The development of vehicle-to-grid (V2G) strategies establishes win?win situations for the PHEV participation without additional infrastructure cost, reduction of generation, operational and PHEV user cost, reduction of environmental pollution. Together with the expansion of the smart grid technologies, the V2G power allocation problems need to be addressed. More originally, this chapter measures substantial, though often overlooked, social barriers to the wider use of PHEVs (a likely precursor to V2G) and implementation of a V2G transition. This chapter has given an idea that the only important barriers facing the greater use of PHEVs and V2G systems are technical. Instead, it provides a broader assessment situating such ?technical? barriers alongside more subtle impediments relating to social and cultural values, business practices, and political interests. Thus, this research study recognizes probable socio-technical obstacles towards widespread adoption of V2G in smart grid and governs that if sustainability problems affect consumer decision to adopt V2G to charge their PHEVs. The current study delivers valuable understanding about the perception among technology fanatics associated with knowledge expansion and improved fortified to sort out the numerous alterations among V2G and PHEVs. Finally, the outcomes of this chapter can guide policy makers to implement V2G technology successfully. Moreover, the chapter illuminates the policy implication of such barriers, which emphasizes what policy makers need to achieve towards V2G technology adoption in smart grid environment while integrating electric vehicles engineering with consumer preference. ? Springer International Publishing AG, part of Springer Nature 2018. Scopu

Abstract

Replacing conventional vehicles by electric vehicles (EVs) and increasing the use of carsharing are two strategies to reduce the environmental impact of car driving. However such a societal transition towards the use of more sustainable modes of transport will strongly depend on citizens' willingness to support this process. For this reason, this paper tries to identify factors which are related to the individual likelihood to change to more sustainable modes of transport. It draws on an adapted version of Rogers' diffusion of innovation model (DOI) and earlier work by the authors. It presents new findings from an online survey (n=1548) in one of Germany's show case regions for electric vehicles. Findings point out that relatively small shares of respondents already use these sustainable modes of transport (.6% for EV ownership and 5.3% for carsharing). Similarly, the shares of individuals who are very likely to use them in the near future (4.2% and 4.6% respectively) are also small. Much more individuals are interested in EVs (55.9%) than in carsharing (21.2%), and large groups are not interested (37.7% for EVs, 68.9% for carsharing). There are several significant sociodemographic differences between the respective four adoption groups. Furthermore, consistently, evluations are significantly more positive the higher the likeliness of adoption across groups. Based on regression models, it turns out that perceived compatibility with daily life is the most important factor influencing the attitudes towards EVs or carsharing across all groups.

Abstract

Cooperative Intelligent Transportation Systems (C-ITS) enable vehicles to be aware of objects that are not in line of sight, by interacting directly with each other and the surrounding road infrastructure. C-ITS promise to reduce traffic congestion, lessen the environmental impact of transportation, and most importantly, significantly reduce the number of (lethal) traffic accidents. As C-ITS is subject to strong network effects, adoption of C-ITS is a key driver of its (societal) benefits. Therefore, this paper estimates penetration rates of C-ITS equipped cars in the car park of Flanders, Belgium. Based on the preferred policy option with mandatory adoption, as proposed in the recent new Delegated Regulation of the European Commission, full penetration of C-ITS in the Flemish car park is expected later than twenty years after the mandate enters into force. Determination of C-ITS adoption numbers is valuable for a number of stakeholders, such as national and local governments, road authorities, technology providers and network operators. Additionally, penetration numbers allow Member States to ascertain to what extent C-ITS can contribute to the goal of zero traffic mortalities by 2050, as envisioned by the European Commission.