86
mance or engine of a vehicle, or introducing a new type of car such as an
EV or an innovation such as V2G, does not necessarily change the underlying political economy or power dynamics behind mobility or automobility.
Systems of mobility themselves—involving multiple, competing and overlapping technologies, modes of mobility, and transport infrastructures—
can also be just or unjust, even if they utilise innovations such as EVs or
V2G that have material potential to reduce environmental and social harms.
There may be situations, practices, or socio-material configurations where
V2G EVs meet principles of justice, sustainability, or sustainable development, but also areas where they may not (such as when an EV reinforces
automobility and merely represents an additional car, and thus becomes a
net environmental burden, or increases the demand for motorised mobility
at the expense of more active walking and cycling). The sociotechnical
potential of electric mobility is, therefore, situational, relational, and contingent. The answer to the question “Is it good?” will invariably be “It
depends.” The chapter has aimed to provide an overview of what it depends
on, to inform an accountable and sustainable energy transition.
7.6
conclusIon
To conclude, the inherent promise embodied in electric mobility is just
that, potential not yet fully realised. Its regional and perhaps even global
deployment pathways, its future potential or vision, will differ considerably depending on context and policy. Electric mobility is at a pivotal
moment in its development where it could merely reinforce aspects of
conventional mobility—where society instead adopts more efficient conventional cars, or other alternative modes and fuels such as biofuel or
hydrogen. Or, electric mobility could remain trapped as a niche, an important but by no means dominant system of mobility. Alternatively, perhaps
electric mobility will reach high penetrations across a dirty grid, a
decarbonised grid, or a super-smart high-tech digitised grid. Which of
these pathways becomes a reality is contingent and context-specific—
which reveals the promise, but also the peril, of electric mobility.
references
Graham-Rowe, E., Gardner, B., Abraham, C., Skippon, S., Dittmar, H., Hutchins,
R., & Stannard, J. (2012). Mainstream consumers driving plug-in batteryelectric and plug-in hybrid electric cars: A qualitative analysis of responses and
evaluations. Transportation Research Part A: Policy and Practice, 46, 140–153.
B. SOVACOOL
mance or engine of a vehicle, or introducing a new type of car such as an
EV or an innovation such as V2G, does not necessarily change the underlying political economy or power dynamics behind mobility or automobility.
Systems of mobility themselves—involving multiple, competing and overlapping technologies, modes of mobility, and transport infrastructures—
can also be just or unjust, even if they utilise innovations such as EVs or
V2G that have material potential to reduce environmental and social harms.
There may be situations, practices, or socio-material configurations where
V2G EVs meet principles of justice, sustainability, or sustainable development, but also areas where they may not (such as when an EV reinforces
automobility and merely represents an additional car, and thus becomes a
net environmental burden, or increases the demand for motorised mobility
at the expense of more active walking and cycling). The sociotechnical
potential of electric mobility is, therefore, situational, relational, and contingent. The answer to the question “Is it good?” will invariably be “It
depends.” The chapter has aimed to provide an overview of what it depends
on, to inform an accountable and sustainable energy transition.
7.6
conclusIon
To conclude, the inherent promise embodied in electric mobility is just
that, potential not yet fully realised. Its regional and perhaps even global
deployment pathways, its future potential or vision, will differ considerably depending on context and policy. Electric mobility is at a pivotal
moment in its development where it could merely reinforce aspects of
conventional mobility—where society instead adopts more efficient conventional cars, or other alternative modes and fuels such as biofuel or
hydrogen. Or, electric mobility could remain trapped as a niche, an important but by no means dominant system of mobility. Alternatively, perhaps
electric mobility will reach high penetrations across a dirty grid, a
decarbonised grid, or a super-smart high-tech digitised grid. Which of
these pathways becomes a reality is contingent and context-specific—
which reveals the promise, but also the peril, of electric mobility.
references
Graham-Rowe, E., Gardner, B., Abraham, C., Skippon, S., Dittmar, H., Hutchins,
R., & Stannard, J. (2012). Mainstream consumers driving plug-in batteryelectric and plug-in hybrid electric cars: A qualitative analysis of responses and
evaluations. Transportation Research Part A: Policy and Practice, 46, 140–153.
B. SOVACOOL