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While maker platforms, such as FabLabs and Makerspaces, are commonly perceived as drivers for transformative trajectories, little is known about how the dynamics of experimental collective agency are mobilizing transformative capacities that foster change on the local level. This paper contributes to the understanding of collective innovation dynamics of maker platforms that aim to support collective experimentation and translate novel practices to incumbent institutions on the local level. By drawing on the strategic niche management literature, a comparative case study of six maker platforms in Germany is conducted. Findings indicate three relevant modes of translation that could be identified: Firstly, translation by active shielding and institutionalized adaption emphasizes the role of harbouring universities in fencing off market pressures and offering events as well as workshops to regime actors. Secondly, translation by enabling learning mechanisms highlights the effect of implementing proper formats for assessment and learning on mutual translation. Thirdly, translation by sustained cooperation and coordination between maker platforms and local institutions stresses capacities for cooperation and a demand-oriented coordination between maker platforms and incumbent institutions. [ABSTRACT FROM AUTHOR]

The adoption rate of Electric Vehicles (EV's) is influenced by a considerable number of factors on both local and national levels. Most of the research aimed at understanding under what conditions that adoption thrives focuses on either level. There is also relatively little attention for the configurational nature of its uptake. We present a Qualitative Comparative Analysis (QCA) of e-mobility policies in 15 European cities in order to identify policy configurations on the national and local, urban level that lead to favorable results, i.e. the successful promotion and consequent adoption of EV's. The results confirm the configurational characteristic of e-mobility policies. We identified in particular one configuration that is sufficient for the favorable outcome to occur: policies that have a stronger effect on the total cost of ownership of EV's in conjunction with incentivizing the installation of home chargers or charging points on private parking space in addition to the setting-up of a public charging grid in conjunction with push-factors that de-incentivize the usage of conventional cars lead to favorable results. Thus, our findings lead the focus on policy approaches that treat EV adoption in a holistic and dynamic way by properly linking incentives with de-incentives. • We analyse under which conditions the promotion and subsequent adoption of Electric Vehicles (EV's) can be successful. • Our findings show that three alternative, mutually non-exclusive combinations of conditions lead to the favorable outcome. • Results refer to a systemic policy approach that incentivizes EV's by simultaneously de-incentivizing conventional cars. • Single, uncombined measures do not achieve the uptake of EV's. [ABSTRACT FROM AUTHOR]

Policies in Germany to support electric vehicles, which are free of exhaust emissions, mostly focus on urban road passenger transport. However, road freight vehicles are a main source of the traffic air pollutants and noise emissions in cities. Available vehicle types, tour planning and purchase decisions in urban road freight transport differ from the passenger transport segment. The political and scientific literature lacks a comprehensive discussion of specific policy measures to support electric urban road freight vehicles. This article contributes to the existing body of knowledge, by undertaking a multi-criteria analysis of policy measures to support battery electric freight vehicles based on the rating by two stakeholder groups, “policymakers” and “freight electric vehicle users”. These stakeholders rate 23 policy measures as suggested in the literature or which are implemented in European countries. In comparing and ranking the rating results of the groups, we find that the discordance between the groups can be large and offers noticeable insight and room for future research and practice. Although financial support of electric vehicles is often named in the literature as the primary measure to overcome the total cost of ownership gap of freight electric vehicles, the current study shows that the effect of special legal measures and supporting the setup of company-charging infrastructure are underestimated by the policymakers. Recommendable policy options – beyond several fiscal measures – are to request emission-free vehicles in municipal tenders, to allow drivers with a class B license to drive freight EVs over 3.5 tons, or to implement a city toll on the long-term. The practicability of other policy measures depends on the local implementation goals of the municipality. Hence, a transparent debate on the aim of supporting electric freight mobility is as necessary as choosing measures targeted at the freight transportation segment. [ABSTRACT FROM AUTHOR]