Electrification of mobility exceeds personal transport to increasingly focus on particular segments such as city logistics and taxis. These commercial mobility segments have different motives to purchase a full electric vehicle and require a particular approach to incentivize and facilitate the transition towards electric mobility. A case where a municipality was successful in stimulating the transition to electric mobility is the taxi sector in the city of Amsterdam. Using results from a survey study (n = 300), this paper analyses the differences in characteristics between taxi drivers that either have or do not have interest in purchasing a full electric taxi vehicle. Results show a low intention across the sample to adopt a full electric vehicle and no statistically significant differences in demographics between the two groups. Differences were found between the level of acceptability of the covenant, the rated attractiveness of the incentives, the ratings of full electric vehicle attributes and the consultation of objective and social information sources. These results can be used by policy makers to develop new incentives that target specific topics currently influencing the interest in a full electric taxi vehicle.consumers is that, for taxi drivers, the vehicle itself is a prerequisite for all work-related activities while the switch to FEVs will be both stimulated by incentives as well as enforced through regulation.Insight into the adoption dynamics of taxi drivers is important for policy makers in order to optimize supporting and regulation schemes. In most cases, Dutch taxi fleets are not managed by the overarching taxi organization, who usually function as an administrative unit. Rather, vehicles are bought, operated and maintained by the individual taxi drivers themselves. The Amsterdam based taxi service is thus made up of thousands of individual entrepreneurs, all of whom are expected to switch to EVs in the upcoming years (the only exception is the Amsterdam based Taxi Electric, who operates a full electric taxi fleet and hires employees rather than entrepreneurs to operate vehicles. As the name indicates, Taxi Electric already operates an entire full electric taxi fleet. Since we focus on entrepreneurs and their individual decisions to purchase FEVs, data from Taxi Electric employees are not included in this paper). In this paper, we will discuss the results of a survey conducted in September 2017, centered around the perceptions of Amsterdam-based taxi drivers regarding (1) the covenant between the municipality of Amsterdam and the Amsterdam based taxi organizations, (2) the incentives and measures used by the municipality in line with the covenant, (3) the evaluations of FEV attributes, (4) the consultation of objective and social information sources and (5) the general interest in purchasing an FEV. This paper is structured as followed: first, a theoretical framework is described to outline the concepts used in the research. Second, sample, procedure, measure and analysis are described in the...
Human behaviour change is necessary to meet targets set by the Paris Agreement to mitigate climate change. Restrictions and regulations put in place globally to mitigate the spread of COVID-19 during 2020 have had a substantial impact on everyday life, including many carbon-intensive behaviours such as transportation. Changes to transportation behaviour may reduce carbon emissions. Behaviour change theory can offer perspective on the drivers and influences of behaviour and shape recommendations for how policy-makers can capitalise on any observed behaviour changes that may mitigate climate change. For this commentary, we aimed to describe changes in data relating to transportation behavioursrelating to working from home during the COVID-19 pandemic across the Netherlands, Sweden and the UK. We display these identified changes in a concept map, suggesting links between the changes in behaviour and levels of carbon emissions. We consider these changes in relation to a comprehensive and easy to understand model of behaviour, the COM-B, to understand the capabilities, opportunities and behaviours related to the observed behaviour changes and potential policy to mitigate climate change. There is now an opportunity for policy-makers to increase the likelihood of maintaining pro-environmental behaviour changes by providing opportunities, improving capabilities and maintaining motivation for these behaviours.
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