The Experts below are selected from a list of 41766 Experts worldwide ranked by ideXlab platform
Jiming Hao - One of the best experts on this subject based on the ideXlab platform.
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individual trip chain distributions for passenger cars implications for Market Acceptance of battery electric vehicles and energy consumption by plug in hybrid electric vehicles
Applied Energy, 2016Co-Authors: Shaojun Zhang, Michael Alan Tamor, Timothy J Wallington, Wei Shen, Weijian Han, Jiming HaoAbstract:The energy and environmental benefits of electric vehicles (EVs) are highly dependent on individual driving patterns. To characterize individual driving patterns in Beijing, a populated megacity in East Asian, GPS-based travel data from 459 private passenger vehicles were gathered covering nearly 17,000 sampling days in 2013–2015. The data were analyzed using a statistical model to produce 0.5h, 4h, 8h and daily individual trip chain distributions, which were used to evaluate customer Acceptance for battery electric vehicles (BEVs) based on inconvenience thresholds and to assess the energy consumption for plug-in hybrids (PHEVs). The mean daily distances travelled on weekdays and weekends in Beijing were found to be 44.6km and 51.4km respectively. In Beijing the mean habitual travel distance (40.4km) is modest, the random component of travel distance is lower, and the fraction of habitual travel is higher than for cities in the U.S. and in Germany. These factors make EV deployment in Beijing more favorable than in the U.S. or Germany. We show that the estimated Acceptance rate for BEVs is very sensitive to the predetermined inconvenience threshold level. The abundant public transportation alternatives and traffic management in Beijing are factors which reduce the inconvenience of BEVs and may make them acceptable without substantially increased cost for larger battery capacity. PHEVs with all-electric ranges of 50km (PHEV50) have an ensemble utility factor (UF) and equivalent gasoline consumption estimated to be 0.55 and 4.39L/100km. However, for 50% of vehicle owners PHEV50s would have a UF of 0.94 and equivalent gasoline consumption of 3.03L/100km. Our results show that attention to heterogeneity among individuals instead of analysis at the ensemble level is essential to understanding the real-world Acceptance and benefits of EVs.
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individual trip chain distributions for passenger cars implications for Market Acceptance of battery electric vehicles and energy consumption by plug in hybrid electric vehicles
Applied Energy, 2016Co-Authors: Xiaoyi He, Shaojun Zhang, Michael Alan Tamor, Timothy J Wallington, Wei Shen, Weijian Han, Ye Wu, Lixin Fu, Jiming HaoAbstract:The energy and environmental benefits of electric vehicles (EVs) are highly dependent on individual driving patterns. To characterize individual driving patterns in Beijing, a populated megacity in East Asian, GPS-based travel data from 459 private passenger vehicles were gathered covering nearly 17,000 sampling days in 2013–2015. The data were analyzed using a statistical model to produce 0.5h, 4h, 8h and daily individual trip chain distributions, which were used to evaluate customer Acceptance for battery electric vehicles (BEVs) based on inconvenience thresholds and to assess the energy consumption for plug-in hybrids (PHEVs). The mean daily distances travelled on weekdays and weekends in Beijing were found to be 44.6km and 51.4km respectively. In Beijing the mean habitual travel distance (40.4km) is modest, the random component of travel distance is lower, and the fraction of habitual travel is higher than for cities in the U.S. and in Germany. These factors make EV deployment in Beijing more favorable than in the U.S. or Germany. We show that the estimated Acceptance rate for BEVs is very sensitive to the predetermined inconvenience threshold level. The abundant public transportation alternatives and traffic management in Beijing are factors which reduce the inconvenience of BEVs and may make them acceptable without substantially increased cost for larger battery capacity. PHEVs with all-electric ranges of 50km (PHEV50) have an ensemble utility factor (UF) and equivalent gasoline consumption estimated to be 0.55 and 4.39L/100km. However, for 50% of vehicle owners PHEV50s would have a UF of 0.94 and equivalent gasoline consumption of 3.03L/100km. Our results show that attention to heterogeneity among individuals instead of analysis at the ensemble level is essential to understanding the real-world Acceptance and benefits of EVs.
Johannes Schmidt - One of the best experts on this subject based on the ideXlab platform.
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austria s wind energy potential a participatory modeling approach to assess socio political and Market Acceptance
Energy Policy, 2016Co-Authors: Stefan Holtinger, Boris Salak, Thomas Schauppenlehner, Patrick Scherhaufer, Johannes SchmidtAbstract:Techno-economic assessments confirm the potential of wind energy to contribute to a low carbon bioeconomy. The increasing diffusion of wind energy, however, has turned wind energy Acceptance into a significant barrier with respect to the deployment of wind turbines. This article assesses whether, and at what cost, Austrian renewable energy targets can be met under different expansion scenarios considering the socio-political and Market Acceptance of wind energy. Land-use scenarios have been defined in a participatory modeling approach with stakeholders from various interest groups. We calculated the levelized cost of electricity (LCOE) for all of the potential wind turbine sites, which we used to generate wind energy supply curves. The results show that wind energy production could be expanded to 20% of the final end energy demand in three out of four scenarios. However, more restrictive criteria increase LCOE by up to 20%. In contrast to common views that see local opposition against wind projects as the main barrier for wind power expansion, our participatory modeling approach indicates that even on the level of key stakeholders, the future possible contribution of wind energy to Austrian renewable energy targets reaches from almost no further expansion to very high shares of wind energy.
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austria s wind energy potential a participatory modeling approach to assess socio political and Market Acceptance
Energy Policy, 2016Co-Authors: Stefan Holtinger, Boris Salak, Thomas Schauppenlehner, Patrick Scherhaufer, Johannes SchmidtAbstract:Techno-economic assessments confirm the potential of wind energy to contribute to a low carbon bioeconomy. The increasing diffusion of wind energy, however, has turned wind energy Acceptance into a significant barrier with respect to the deployment of wind turbines. This article assesses whether, and at what cost, Austrian renewable energy targets can be met under different expansion scenarios considering the socio-political and Market Acceptance of wind energy. Land-use scenarios have been defined in a participatory modeling approach with stakeholders from various interest groups. We calculated the levelized cost of electricity (LCOE) for all of the potential wind turbine sites, which we used to generate wind energy supply curves. The results show that wind energy production could be expanded to 20% of the final end energy demand in three out of four scenarios. However, more restrictive criteria increase LCOE by up to 20%. In contrast to common views that see local opposition against wind projects as the main barrier for wind power expansion, our participatory modeling approach indicates that even on the level of key stakeholders, the future possible contribution of wind energy to Austrian renewable energy targets reaches from almost no further expansion to very high shares of wind energy.
Stefan Holtinger - One of the best experts on this subject based on the ideXlab platform.
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austria s wind energy potential a participatory modeling approach to assess socio political and Market Acceptance
Energy Policy, 2016Co-Authors: Stefan Holtinger, Boris Salak, Thomas Schauppenlehner, Patrick Scherhaufer, Johannes SchmidtAbstract:Techno-economic assessments confirm the potential of wind energy to contribute to a low carbon bioeconomy. The increasing diffusion of wind energy, however, has turned wind energy Acceptance into a significant barrier with respect to the deployment of wind turbines. This article assesses whether, and at what cost, Austrian renewable energy targets can be met under different expansion scenarios considering the socio-political and Market Acceptance of wind energy. Land-use scenarios have been defined in a participatory modeling approach with stakeholders from various interest groups. We calculated the levelized cost of electricity (LCOE) for all of the potential wind turbine sites, which we used to generate wind energy supply curves. The results show that wind energy production could be expanded to 20% of the final end energy demand in three out of four scenarios. However, more restrictive criteria increase LCOE by up to 20%. In contrast to common views that see local opposition against wind projects as the main barrier for wind power expansion, our participatory modeling approach indicates that even on the level of key stakeholders, the future possible contribution of wind energy to Austrian renewable energy targets reaches from almost no further expansion to very high shares of wind energy.
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austria s wind energy potential a participatory modeling approach to assess socio political and Market Acceptance
Energy Policy, 2016Co-Authors: Stefan Holtinger, Boris Salak, Thomas Schauppenlehner, Patrick Scherhaufer, Johannes SchmidtAbstract:Techno-economic assessments confirm the potential of wind energy to contribute to a low carbon bioeconomy. The increasing diffusion of wind energy, however, has turned wind energy Acceptance into a significant barrier with respect to the deployment of wind turbines. This article assesses whether, and at what cost, Austrian renewable energy targets can be met under different expansion scenarios considering the socio-political and Market Acceptance of wind energy. Land-use scenarios have been defined in a participatory modeling approach with stakeholders from various interest groups. We calculated the levelized cost of electricity (LCOE) for all of the potential wind turbine sites, which we used to generate wind energy supply curves. The results show that wind energy production could be expanded to 20% of the final end energy demand in three out of four scenarios. However, more restrictive criteria increase LCOE by up to 20%. In contrast to common views that see local opposition against wind projects as the main barrier for wind power expansion, our participatory modeling approach indicates that even on the level of key stakeholders, the future possible contribution of wind energy to Austrian renewable energy targets reaches from almost no further expansion to very high shares of wind energy.
Shaojun Zhang - One of the best experts on this subject based on the ideXlab platform.
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individual trip chain distributions for passenger cars implications for Market Acceptance of battery electric vehicles and energy consumption by plug in hybrid electric vehicles
Applied Energy, 2016Co-Authors: Shaojun Zhang, Michael Alan Tamor, Timothy J Wallington, Wei Shen, Weijian Han, Jiming HaoAbstract:The energy and environmental benefits of electric vehicles (EVs) are highly dependent on individual driving patterns. To characterize individual driving patterns in Beijing, a populated megacity in East Asian, GPS-based travel data from 459 private passenger vehicles were gathered covering nearly 17,000 sampling days in 2013–2015. The data were analyzed using a statistical model to produce 0.5h, 4h, 8h and daily individual trip chain distributions, which were used to evaluate customer Acceptance for battery electric vehicles (BEVs) based on inconvenience thresholds and to assess the energy consumption for plug-in hybrids (PHEVs). The mean daily distances travelled on weekdays and weekends in Beijing were found to be 44.6km and 51.4km respectively. In Beijing the mean habitual travel distance (40.4km) is modest, the random component of travel distance is lower, and the fraction of habitual travel is higher than for cities in the U.S. and in Germany. These factors make EV deployment in Beijing more favorable than in the U.S. or Germany. We show that the estimated Acceptance rate for BEVs is very sensitive to the predetermined inconvenience threshold level. The abundant public transportation alternatives and traffic management in Beijing are factors which reduce the inconvenience of BEVs and may make them acceptable without substantially increased cost for larger battery capacity. PHEVs with all-electric ranges of 50km (PHEV50) have an ensemble utility factor (UF) and equivalent gasoline consumption estimated to be 0.55 and 4.39L/100km. However, for 50% of vehicle owners PHEV50s would have a UF of 0.94 and equivalent gasoline consumption of 3.03L/100km. Our results show that attention to heterogeneity among individuals instead of analysis at the ensemble level is essential to understanding the real-world Acceptance and benefits of EVs.
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individual trip chain distributions for passenger cars implications for Market Acceptance of battery electric vehicles and energy consumption by plug in hybrid electric vehicles
Applied Energy, 2016Co-Authors: Xiaoyi He, Shaojun Zhang, Michael Alan Tamor, Timothy J Wallington, Wei Shen, Weijian Han, Ye Wu, Lixin Fu, Jiming HaoAbstract:The energy and environmental benefits of electric vehicles (EVs) are highly dependent on individual driving patterns. To characterize individual driving patterns in Beijing, a populated megacity in East Asian, GPS-based travel data from 459 private passenger vehicles were gathered covering nearly 17,000 sampling days in 2013–2015. The data were analyzed using a statistical model to produce 0.5h, 4h, 8h and daily individual trip chain distributions, which were used to evaluate customer Acceptance for battery electric vehicles (BEVs) based on inconvenience thresholds and to assess the energy consumption for plug-in hybrids (PHEVs). The mean daily distances travelled on weekdays and weekends in Beijing were found to be 44.6km and 51.4km respectively. In Beijing the mean habitual travel distance (40.4km) is modest, the random component of travel distance is lower, and the fraction of habitual travel is higher than for cities in the U.S. and in Germany. These factors make EV deployment in Beijing more favorable than in the U.S. or Germany. We show that the estimated Acceptance rate for BEVs is very sensitive to the predetermined inconvenience threshold level. The abundant public transportation alternatives and traffic management in Beijing are factors which reduce the inconvenience of BEVs and may make them acceptable without substantially increased cost for larger battery capacity. PHEVs with all-electric ranges of 50km (PHEV50) have an ensemble utility factor (UF) and equivalent gasoline consumption estimated to be 0.55 and 4.39L/100km. However, for 50% of vehicle owners PHEV50s would have a UF of 0.94 and equivalent gasoline consumption of 3.03L/100km. Our results show that attention to heterogeneity among individuals instead of analysis at the ensemble level is essential to understanding the real-world Acceptance and benefits of EVs.
Francesco Reggiani - One of the best experts on this subject based on the ideXlab platform.
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the Market Acceptance of corporate social responsibility a comparison across six countries regions
Social Science Research Network, 2012Co-Authors: Ron Bird, Francesco Momente, Francesco ReggianiAbstract:Information on the link between Market performance and corporate social responsibility (CSR) activities provides an indication of the extent of Acceptance by investors of these types of activities. The nature of this relationship is of critical importance for management trying to reconcile the demands of the company’s shareholders with those of a much wider group of stakeholders and for investors pursuing a socially responsible investing strategy. Using an international database we investigate the extent to which expenditures on CSR activities are valued across Market in six countries/regions. We find that CSR activities are highly valued by the investors in the European Markets, where our findings clearly indicate that such activities lead to higher Market valuations. In the US, Japan and Australia expenditures on CSR activities have a neutral impact on company valuation, which is still a good outcome for management who wish to incorporate into their decision process the objectives of a wide spectrum of stakeholders and for investors wishing to tilt their investments towards the more socially responsible companies.
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the Market Acceptance of corporate social responsibility a comparison across six countries regions
Australian Journal of Management, 2012Co-Authors: Ron Bird, Francesco Momente, Francesco ReggianiAbstract:Information on the link between Market performance and corporate social responsibility (CSR) activities provides an indication of the extent of Acceptance by investors of these types of activities....