Electric Mobility: Actual Changes Brought On by Electric Vehicles in Terms of Mobility Systems

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En provenance du cours de École des Ponts ParisTech

Electric Vehicles and Mobility

56 notes

École des Ponts ParisTech

Electric Vehicles and Mobility

56 notes

The purpose of Electric Vehicles and Mobility is to help you, whatever your profile, your training or your country, find your own answers to questions such as: - Will electric vehicles be the last to be allowed in megalopolises in the 21st century? - Does the environmental gain from vehicle electrification justify heavy investment in charging infrastructure? - Are electric vehicles only for wealthy people in developed countries? This course will allow you to acquire elements from engineering science, sociology, environmental science, political science, economics, management science, in order to evaluate, analyze and implement the diffusion of electric vehicles where their use is relevant. This MOOC is the English version of Mobilités et véhicules électriques; in the lecture videos, the teachers speak in French, nevertheless their presentation is in English and English subtitles are available. Groupe Renault and ParisTech schools have been working together for almost 15 years on topics related to sustainable mobility. Together, they created two Master programs (Transport and Sustainable Development in 2004, Mobility and Electric Vehicles in 2010) and the Sustainable Mobility Institute Renault-ParisTech in 2009, to support ongoing changes. Electric Vehicles and Mobility is the result of this shared history and was developed from a course delivered within the Master Mobility and Electric Vehicles, led by Arts et Métiers ParisTech in partnership with Ensta ParisTech, Mines ParisTech and École des Ponts ParisTech.

À partir de la leçon

Chapter 1 - Understand Mobility and its evolutions

</p><p>In this first chapter we will focus on mobility, we will characterize it according to urban forms and lifestyles. Then, we will study more specifically electric mobility and its evolution over time, which will allow us to analyze the changes induced by the electric vehicle on the mobility system.</p><p>In this chapter, each “class” (video <em>Lecture</em>) is preceded by a video <em>More on method</em> that defines a tool or concept used in the lecture and is followed by a video <em>Do you know that?</em> which widens the horizon of the course or enlights it from a particular angle.</p><p>Finally, you will be able to test your understanding in the following section devoted to the assessment of the week in a graded quiz (some single-answer questions, some multiple-answer questions). This evaluation concerns only the videos <em>Lecture</em> and is required to obtain the certificate.</p>

More on Method - Mobility Systems Observational Data2:58

Electric Mobility: From Past to Present13:17

Do You Know That? National Wealth and Individual Motorization2:58

More on Method - The Four-Step Model3:06

Electric Mobility: Actual Changes Brought On by Electric Vehicles in Terms of Mobility Systems11:29

Do You Know That? Zahavi’s Conjecture and Household Transport Budgets4:42

Rencontrer les enseignants

Émeric FORTIN
Head of the Master in Transport and Sustainable Development
Direction of Studies, École des Ponts ParisTech
Virginie BOUTUEIL
Researcher
LVMT (City Mobility Transport Lab), École des Ponts ParisTech

-This video aims

at understanding the size and the nature of the changes

electric vehicles bring into mobility.

For this it relies on concepts that we will explain:

mobility systems, technological transition and systemic innovation.

Just like you learned it in the first videos of this MOOC,

an individual's mobility is not only an individual practice

defined by all the travels over a given period of time.

It is also a social practice in the sense that it is sized, structured,

modeled by factors linked to societal organization,

public policies, cultural values, etc.

Mobility comes as the result of arbitrations

between aspirations, resources and constraints

of an individual and social nature.

If we choose this approach, mobility is considered as a system

and even a system of systems if we consider that the mobility system

includes all the transport systems corresponding to each transport mode:

public such as buses, subways, trains, planes, etc.,

and the private elementary mobility systems such as cars,

bikes, walking, etc.

Actors who interact within this system are classified in three categories.

First category: users of the mobility system.

They can be individuals or companies.

In economic terms, they are sometimes called the demand actors.

As a first approach, they are the ones consuming mobility.

Second category: transport operators, energy and infrastructure providers,

vehicle manufacturers, infrastructure managers.

In economic terms, they are sometimes called supply actors.

They are the ones producing mobility.

Third category: local, national and supranational public authorities,

transport authorities and regulation authorities.

These actors regulate mobility

and are responsible for taking into consideration

the interests of a fourth category

that is outside the mobility system: the affected actors.

They suffer or benefit from the negative or positive,

local or global, externalities of mobility

as it is consumed, produced and regulated

by the first three categories.

Electric vehicles struggled to become a plausible alternative

to thermal vehicles over the last decades,

despite significant improvements in terms of performance

and battery costs,

mainly because during the past century,

thermal vehicles prevailed as the dominant socio-technical system

within the modern mobility systems.

Thus, the success of electric vehicles as replacements or complements

of thermal vehicles involves an actual technological transition process.

That is to say changes in the vehicle itself

but also in the organization modes

and professions of the automotive industry,

in the parking infrastructures and the electric networks,

in the equipment selections and mobility practices,

and in the regulations in particular.

Electric vehicles are thus not intended to replace thermal vehicles,

all else being equal. Together, we will go through the changes

provoked and required by the development of electric mobility.

If we limit ourselves to private cars

to understand through a specific case the changes brought

by electric vehicles from the demand side of the mobility system,

we note that these changes are of two kinds mainly.

First, the purchase of an electric vehicle,

either by an individual or a company, implies changes

in the chosen automotive equipment.

The purchase price of electric vehicles is usually higher

compared to thermal vehicles because of the high cost of the batteries

that provide its energy.

In return, in most countries around the world,

electric vehicles are a way to ensure economies when used

compared to thermal vehicles since the cost price of the electricity

required for the battery to drive a given distance is usually lower

than that of oil-derived fuels, petrol or diesel,

required to drive the same distance.

Apart from their cost, electric vehicles

also display characteristics and performances,

especially in terms of comfort, acceleration and autonomy,

which are different than that of thermal vehicles.

Thus, purchasers need to perform new arbitrations.

On the other hand, the use of electric vehicles implies

changes in mobility practices.

Indeed, as we already said it, battery-type electric vehicles

are notably characterized by a more limited autonomy

compared to thermal vehicles.

Depending on the model and the travel speed,

recent battery-type electric vehicles can travel between 100 and 400 km

after a full charge while recent thermal vehicles can travel

between 600 and 1 000 km.

The relative restricted autonomy of electric vehicles can change

mobility practices in two ways.

First, it increases the refueling frequency,

for instance from a few times per month to a few times per week.

It also extends refueling times.

From a few minutes for a fuel refueling

to several hours for a standard charge.

Second, the limited autonomy of electric vehicles

can be in conflict with certain travels

that are usually performed by car.

Private cars that regularly travel over 100 km in a day are rare

in most countries, but they do exist.

Even more private cars occasionally travel over long distances

for instance for holiday travels or leisure activities.

Thus, we can wonder if electric vehicles are compatible

with these mobility practices

or if these mobility practices can be adapted or reorganized

when an electric vehicle is purchased.

If we now look at the changes brought by electric vehicles

on the supply side of the mobility system,

we note that there are numerous and very diverse changes.

First, automotive industries for which electric vehicles mean

applying changes to their vehicles.

They must change engines, add a battery, remove the exhaust pipes,

and design differently auxiliary equipment such as air-conditioning,

heating, etc., which consume energy and reduce autonomy.

Note that on this occasion the economic balance of this industry

can be disrupted since a significant part of a thermal vehicle's value

comes from its engine which is a core know-how of the manufacturer

whereas batteries are very often bought from third-party suppliers.

But apart from these technical changes on the vehicle

and the changes they imply for the affected technological industries,

there are also changes electric vehicles bring

in the organization modes and professions

of the automotive industry.

Automotive manufacturers who chose to promote electric vehicles

had to develop new business models, to rent the battery for instance,

new skills, particularly in the distribution network,

and new partnerships with actors from the energy sector,

to install charging stations at the buyer's house for example.

Professions linked to automotive maintenance can also undergo changes

since electric vehicles also require the development of new skills

in order to be authorized to work on batteries.

Conversely, existing skills to work on thermal engines become dispensable.

Outside the automotive industry, electric vehicles also bring changes

for infrastructure providers who must develop

a new private and public charging infrastructure

associated with parking spaces in diverse situations such as

private homes, collective housings, companies,

public and private car parks, on-street parking, etc.

Also, should energy providers develop offers for new demand segments

with specific requirements in terms of charge programming,

smart charging management for fleets of several vehicles, etc.?

As for infrastructure managers, electric vehicles bring changes

in terms of network reinforcement needs.

When an electric car is charging normally,

it consumes more or less as much as a small house.

Devices to manage energy in a smart way

or the design of energy systems

integrated between buildings and vehicles

are innovations for these actors.

Public policies also undergo changes

following the development of electric vehicles.

There are two different types of changes.

Pro-active changes come under a voluntary support

of electric vehicle development by public policies,

either for environmental, energy, or industrial reasons.

And reactive changes are consequences

of the electric vehicle development to re-establish a balance.

Public policies take part as a support to electric vehicles

through several forms that can target the supply

via the support of a public charging infrastructure deployment for example,

or target the demand by granting privileged access

to congested city centers for example.

Regulators play a major role during the initial phase

of the electric mobility development

because in a relatively immature ecosystem,

the technological standard heterogeneity of outlets and charge

can interfere with the distribution of electric vehicles.

Public policies can also react to the electric vehicle development.

Indeed, the widespread adoption of electric vehicles can disrupt

an existing balance.

The budgetary balance of public finances for instance

because fuel taxes often create significant revenues

for public authorities. Or the energy balance of electric networks.

A massive distribution of electric vehicles can push public authorities

to demand the deployment of devices to program or smartly manage charging

in order to avoid an unsustainable increase in the peak demand

in the early evening.

To conclude, the distribution of electric mobility requires changes

in the whole mobility system.

Electric vehicles challenge part of what we know today

in terms of mobility practices, mobility supply, and regulation.

These changes that go along the distribution of electric vehicles

lead to considering electric mobility as a systemic innovation.

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