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Radical and quick transformations towards sustainability will be fundamental to achieving a more sustainable future. However, deliberate interventions to reconfigure systems will result in winners and losers, with the potential for greater or lesser equity and justice outcomes. Positive tipping points (PTPs) have been proposed as interventions in complex systems with the aim to (a) reduce the likelihood of negative Earth system tipping points and/or (b) increase the likelihood of achieving just social foundations. However, many narratives around PTPs often do not take into account the entire spectrum of impacts the proposed alternatives could have or still rely on narratives that maintain current unsustainable behaviours and marginalize many people (i.e. do not take "b" into account). One such example is the move from petrol-based to electric vehicles. An energy transition that remains based on natural resource inputs from the Global South must be unpacked with an equity and justice lens to understand the true cost of this transition. There are two arguments why a critical engagement with these and other similar proposals needs to be made. First, the idea of transitioning through a substitution (e.g. of fuel) while maintaining the system structure (e.g. of private vehicles) may not necessarily be conceived as the kind of radical transformation being called for by global scientific bodies like the Intergovernmental Panel on Climate Change (IPCC) and Intergovernmental Science-Policy Platform on Biodiversity and Ecosystem Services (IPBES). Second, and probably more importantly, the question of positive for whom, positive where, and positive how must be considered. In this paper, we unpack these narratives using a critical decolonial view from the south and outline their implications for the concept of tipping points. [ABSTRACT FROM AUTHOR]

The building and transportation sectors are responsible for the greatest proportion of energy consumption in cities. While they are intrinsically interlinked with urban built form and density, climate change and technological innovation are having an effect on their relative contributions. This paper aims to develop an optimisation framework to facilitate the identification of the most energy-efficient urban built forms and urban geometry for the future built environment that can be adapted to the changing climate and ongoing technological development. It examines future scenarios for the city of London as a temperate climate zone (as a case study), in 2050, and contrasts it with the present situation. Specifically, the impact of climate change along with the penetration of electric vehicles into the transportation system that can be charged via rooftop photovoltaics is investigated. This study initially develops the geometrical models of four selected urban built forms and, secondly, analyzes their energy performance using an urban energy simulation software. The results, showing the impact of future scenarios on building energy performance, urban built form and density, demonstrate that court and tunnel-court built forms show better energy performance for future development. It is therefore recommended that for future urban developments in London, deep plan court and tunnel-court buildings with a lower number of storeys and a large cut-off angle are more advantageous in terms of building energy to accommodate the expected climate change. Finally, results of simulation trials indicate that the total building energy demand in 2050 is considerably higher than in the present climate as a result of additional cooling load and electric vehicle charging load. [ABSTRACT FROM AUTHOR]

The arrival of the hydrogen (H2) economy has been the subject of many studies. Earlier articles were over-optimistic about the timing and extent of global H2 uptake, and predicted private vehicles as leading the way to a H2 economy. The recent strong rise in the global electric vehicle fleet has inevitably led to a reassessment of the prospects for H2, at least for transport. This review paper examines how researchers over recent decades have envisaged how the H2 economy would arrive, and why it was desirable, or even inevitable; it also looks at the future prospects for the H2 economy. The key findings are as follows: ? Among the leading energy forecasting bodies, particularly the International Energy Agency (IEA), even the most optimistic scenarios predict under 10% H2 penetration by 2050. ? IEA forecasts are very optimistic about the prospects for the introduction of carbon dioxide removal technologies and growth of dispatchable sources of low-carbon energy. ? More realistic IEA forecasts would increase the need for the growth of intermittent energy sources such as wind and solar. The subsequent requirement for energy storage would in turn help the case for H2 adoption. ? No new technologies are on the horizon to decisively tip the balance in favor of H2. ? It is concluded that a global H2 economy is still distant, but it could arise in energy-poor countries such as Japan and South Korea, and it could find a niche in freight transport. [ABSTRACT FROM AUTHOR]

The importance of electric vehicles (EVs) lies in the fact that they are seen as a key solution to the climate change problem. In the last decade, this topic has received significant interest from the scientific community, contributing to publications in different areas. However, the existing literature is fragmented, and efforts have not been made to categorize and analyze it from a freight logistics perspective. This work aims to fill this gap by presenting a systematic literature review (SLR) of the potential impacts of EVs on sustainable road-freight transport operations, including in urban areas. We reviewed 237 peer-reviewed articles for bibliometric and literature classification analysis, whereby 119 articles were subsequently studied for content analysis and research gaps related to sustainability approaches. The bibliometric analysis showed significant growth in the body of research in the past two years, reflected in the number of journal papers, authors, and references. In the literature and keywords analysis, we identified five main categories and research areas: economic and competitive aspects, city logistics, environmental sustainability, vehicle fleet operations, and infrastructure and technology. In addition, this paper revealed eight key research gaps for future research: multimodal integration, long-haul and heavy-duty truck approaches, emerging economies, business models, social factors, charging infrastructure inclusion, and fleet replacement policies. These findings can enlighten researchers and practitioners toward sustainable research and real-life applications of electromobility in freight logistics. [ABSTRACT FROM AUTHOR]

Abstract Electrifying urban transportation through the adoption of Electric Vehicles (EVs) has great potential to mitigate two global challenges, namely climate change and energy scarcity, and also to improve local air quality and further benefit human health. This paper was focused on the six typical factors potentially influencing the purchase behaviour of EVs in Beijing, China, namely vehicle price, vehicle usage, social influence, environmental awareness, purchase-related policies and usage-related policies. Specifically, this study used the data collected in a paper-based questionnaire survey in Beijing from September 2015 to March 2016, covering all of the 16 administrative regions, and tried to quantify the relative importance of the six factors, based on their weights (scores) given by participants. Furthermore, Multinomial Logit (MNL) models and Moran's I (a measure of global spatial autocorrelation) were used to analyse the weights of each factor from statistical and spatial perspectives, respectively. The results suggest that 1) vehicle price and usage tend to be more influential among the six factors, accounting for 32.3% and 28.1% of the importance; 2) Apart from the weight of social influence, the weights of the other five factors are closely associated with socio-demographic characteristics, such as individual income and the level of education; 3) people having similar attitudes towards vehicle usage (Moran's I = 0.10) and purchase restriction (Moran's I = 0.14) tend to live close to each other. This paper concludes with a discussion on applying the empirical findings in policy making and modelling of EV purchase behaviour. [ABSTRACT FROM AUTHOR]

The impact of international trade on greenhouse gas (GHG) emissions has primarily been viewed through the lens of emissions embodied in goods, which flow from lower-income to higher-income countries. This trade has been interpreted as allowing the high-income countries to shirk their responsibilities to address the global climate challenge by offshoring emissions. However, international trade may also have an impact on climate through flows from higher-income to lower-income countries, particularly long-lived capital and durable goods that have the potential to avoid future emissions. Given the innovation resources concentrated in higher-income countries and their historic domination of trade in such long-lived goods, this concept may balance the scales to some degree. This paper briefly develops the concept of future avoided emissions and illustrates it with the empirical case of the United States' trade in battery electric vehicles (BEVs) from 2017 to 2020. • Trade in capital goods may reduce future emissions in importing countries. • Such trade may balance trade in goods that embody emissions. • Trade in BEVs is an example, reducing future emissions from conventional cars. • A case study of US BEV trade reveals a surplus in future avoided emissions. [ABSTRACT FROM AUTHOR]

Abstract: Renewable energy is one of the possible solutions when addressing climate change. Today, large-scale renewable energy integration needs to include the experience to balance the discrepancy between electricity demand and supply. The electrification of transportation may have the potential to deal with this imbalance and to reduce its high dependence on oil production. For this reason, it is interesting to analyse the extent to which transport electrification can further the renewable energy integration. This paper quantifies this issue in Inner Mongolia, where the share of wind power in the electricity supply was 6.5% in 2009 and which has the plan to develop large-scale wind power. The results show that electric vehicles (EVs) have the ability to balance the electricity demand and supply and to further the wind power integration. In the best case, the energy system with EV can increase wind power integration by 8%. The application of EVs benefits from saving both energy system cost and fuel cost. However, the negative consequences of decreasing energy system efficiency and increasing the CO2 emission should be noted when applying the hydrogen fuel cell vehicle (HFCV). The results also indicate that developing renewable energy is crucial for transportation electrification. [Copyright &y& Elsevier]

Both global climate change and the decreasing cost of lithium-ion batteries are enablers of electric vehicles as an alternative form of transportation in the private sector. However, a high electric vehicle penetration in urban distribution grids leads to challenges, such as line over loading for the grid operator. In such a case installation of grid integrated storage systems represent an alternative to conventional grid reinforcement. This paper proposes a method of coordinated control for multiple battery energy storage systems located at electrical vehicle charging parks in a distribution grid using linear optimization in conjunction with time series modeling. The objective is to reduce the peak power at the point of common coupling in existing distribution grids with a high share of electric vehicles. An open source simulation tool has been developed that aims to couple a stand alone power flow model with a model of a stand alone battery energy storage system. This combination of previously disjointed tools enables more realistic simulation of the effects of storage systems in different operating modes on the distribution grid. Further information is derived from a detailed analysis of the storage system based on six key characteristics. The case study involves three charging parks with various sizes of coupled storage systems in a test grid in order to apply the developed method. By operating these storage systems using the coordinated control strategy, the maximum peak load can be reduced by 44.9%. The rise in peak load reduction increases linearly with small storage capacities, whereas saturation behavior can be observed above 800 kWh. [Display omitted] • Open Source model for detailed co-simulations of storage systems and MV-grids. • Impact assessment of different control strategies on peak load reduction. • Using the coordinated control strategy, the peak load can be reduced by 44.9%. • Storage systems are evaluated using KPIs along with its impacts on the grid. [ABSTRACT FROM AUTHOR]

Under the challenge of climate change, fuel-based vehicles have been receiving increasingly harsh criticism. To promote the use of battery electric vehicles (BEVs) as an alternative, many researchers have studied the deployment of BEVs. This paper proposes a new method to choose locations for new BEV charging stations considering drivers' perceived time cost and the existing infrastructure. We construct probability equations to estimate drivers' demanding time for charging (and waiting to charge), use the Voronoi diagram to separate the study area (i.e., Shanghai) into service areas, and apply an optimization algorithm to deploy the charging stations in the right locations. The results show that (1) the probability of charging at public charging stations is 39.6%, indicating BEV drivers prefer to charge at home; (2) Shanghai's central area and two airports have the busiest charging stations, but drivers' time costs are relatively low; and (3) our optimization algorithm successfully located two new charging stations surrounding the central area, matching with our expectations. This study provides a time-efficient way to decide where to build new charging stations to improve the existing infrastructure. [ABSTRACT FROM AUTHOR]