75
• 126 visits to car dealerships across the Nordic region (Zarazua de
Rubens et al. 2018);
• Scenarios and simulations to capture co-benefits and determine systems optimisation (Noel 2017; Noel et al. 2017, 2018);
• Content analysis of standards for charging and grid interaction
(Kester et al. 2019).
The chapter draws from this data to examine some of the differing
policy regimes and electric mobility pathways in the Nordic region; identify emerging crises of contestation, accountability, and participation; consider whether electric mobility entrenches or challenges automobility; and
offer possible policy suggestions for a more just and equitable transition.
7.2 dIfferIng PolIcy regImes and socIotechnIcal
Pathways In the nordIc regIon
Within the transport studies literature, an abundance of terms are often
used to describe electric mobility, including eco-mobility, electric vehicles,
and micro-mobility (when referring to smaller cars or e-bikes and scooters). For the purposes of our project, we defined electric mobility as any
form of mobility that uses energy drawn from the electric power grid, storing it on board for propulsion (She et al. 2017). This definition encompasses electric vehicles of all varieties—battery electric vehicles, plug-in
hybrid electric vehicles, fuel-cell electric vehicles, and so on—but also electric bikes and scooters as well as the occasional trucks for freight or buses.
Despite this broad definition, the most popular form of electric mobility in the Nordic region remains the passenger electric vehicle, or
EV. According to Kester et al. (2018), the Nordic countries do indeed
have very different regimes for automobility and thus EVs and electric
mobility. As Table 7.1 overviews, these differences begin with electricity
markets, with Iceland not belonging to Nord Pool and great variation in
the other four countries for consumers in terms of various fixed and flexible schemes, including an increasing number of hourly flexible plans based
on the Nord Pool spot market. These differences on the electricity side
continue on the respective car markets. The geography and differing
income levels seems to lead to different car turnover rates ranging from
8.5 to almost 13 years. Regarding EVs, the countries have radically distinct levels of EV incentive programmes and markets. The all-inclusive
7 GOVERNANCE AND LEGITIMATION IN THE TRANSITION TO NORDIC…
• 126 visits to car dealerships across the Nordic region (Zarazua de
Rubens et al. 2018);
• Scenarios and simulations to capture co-benefits and determine systems optimisation (Noel 2017; Noel et al. 2017, 2018);
• Content analysis of standards for charging and grid interaction
(Kester et al. 2019).
The chapter draws from this data to examine some of the differing
policy regimes and electric mobility pathways in the Nordic region; identify emerging crises of contestation, accountability, and participation; consider whether electric mobility entrenches or challenges automobility; and
offer possible policy suggestions for a more just and equitable transition.
7.2 dIfferIng PolIcy regImes and socIotechnIcal
Pathways In the nordIc regIon
Within the transport studies literature, an abundance of terms are often
used to describe electric mobility, including eco-mobility, electric vehicles,
and micro-mobility (when referring to smaller cars or e-bikes and scooters). For the purposes of our project, we defined electric mobility as any
form of mobility that uses energy drawn from the electric power grid, storing it on board for propulsion (She et al. 2017). This definition encompasses electric vehicles of all varieties—battery electric vehicles, plug-in
hybrid electric vehicles, fuel-cell electric vehicles, and so on—but also electric bikes and scooters as well as the occasional trucks for freight or buses.
Despite this broad definition, the most popular form of electric mobility in the Nordic region remains the passenger electric vehicle, or
EV. According to Kester et al. (2018), the Nordic countries do indeed
have very different regimes for automobility and thus EVs and electric
mobility. As Table 7.1 overviews, these differences begin with electricity
markets, with Iceland not belonging to Nord Pool and great variation in
the other four countries for consumers in terms of various fixed and flexible schemes, including an increasing number of hourly flexible plans based
on the Nord Pool spot market. These differences on the electricity side
continue on the respective car markets. The geography and differing
income levels seems to lead to different car turnover rates ranging from
8.5 to almost 13 years. Regarding EVs, the countries have radically distinct levels of EV incentive programmes and markets. The all-inclusive
7 GOVERNANCE AND LEGITIMATION IN THE TRANSITION TO NORDIC…