Abstract
This paper aims at providing a multisource data analysis, including direct data collection, focussed on daily average distances covered with motorized mobility. Its results can be used as a basis for policies involving a shift towards new propulsions, electric motors or hybrid electric vehicles (HEV) for road vehicles. A number of variables influence the propensity of drivers to use electric traction, even the option of plug-in hybrid electric vehicles (PHEV). This paper addresses one of these variables: the compliancy of electric traction—regarding both hybrid plug-in solutions and full-electric vehicles, in addition to the autonomy of batteries (range)—with the daily travels by road vehicles, mainly by automobiles. We want to understand whether the constraints leading towards a greater independence from crude oil rather than constraints concerning emissions, mainly in urban contexts, might be compliant with the habitual daily trips of drivers. We also want to understand if these daily trips have varied much during recent years and the consequences they may have on operational costs of plug-in automobiles. After introducing a general overview of road-motorized mobility in Italy, the paper compares data from other studies to provide an indication of average daily driving distances. This reveals how different recent analyses converge on a limited range of average road distances covered daily by Italians, which is compliant with ranges allowed by electric batteries, provided that their low energy density in comparison with that of oil-derived fuels do not arrive to imply a significant increase in vehicle mass. Subsequently, average distances in some EU countries are taken from the literature, and the results are also compared with U.S. data. The study extends the analysis of trends on the use of automobiles and road-vehicles to the international context by also addressing average daily distances covered for freight transport in some EU countries, thereby providing a further basis for comparison and for understanding whether the daily motorized mobility can be considered as a stable phenomenon. Finally, an analysis is provided of the economic operational advantages from using plug-in vehicles.
Highlights
This paper aims at providing a multisource data analysis, including direct data collection, focussed on daily average distances covered with motorized mobility
The main aim of this paper is to investigate the average daily motorized mobility of single vehicles—so not an aggregated motorized mobility as collected by some statistics—by using private motorized vehicles in Italy, with related trends; thereafter, to compare these data with those obtained from other countries, making use of both existing research studies and directly collected data; the final aim is to understand both the compliance of daily activities based on the use of automobiles with the autonomy of batteries and to calculate some economic outcomes
The results show that small battery plug-in hybrid electric vehicles (PHEV) electric vehicle miles traveled are lower than larger range PHEV or battery electric vehicles (BEV) because of the battery size and as a result of the public charging availability and charging behavior
Summary
The main aim of this paper is to investigate the average daily motorized mobility of single vehicles—so not an aggregated motorized mobility as collected by some statistics—by using private motorized vehicles in Italy, with related trends; thereafter, to compare these data with those obtained from other countries, making use of both existing research studies and directly collected data; the final aim is to understand both the compliance of daily activities based on the use of automobiles with the autonomy of batteries (range) and to calculate some economic outcomes.This study aims at providing a multisource data analysis, including direct data collection, regarding daily average distances covered with motorized mobility, light-duty road vehicles in particular with a look at heavy-duty ones.The results might be used as a basis for policies involving a shift towards new propulsions for road vehicles (Gerboni R. et al, 2017 [1]): namely, electric motors or plug-in hybrid powertrains.In urban and metropolitan contexts, both pollutants, when surpassing existing thresholds, and the availability of charging spots—wired or wireless—in addition to future possible areas for charging when driving (CWD), are frequently the most relevant variables for a driver who has to choose the proper traction, and the powertrain to acquire.As far as possible (e.g., 90–95% of electric recharging, according to results provided by eCo-FEV, 2015 [2]) charging points are expected to be placed and used with slow electric charging either at home or in extended parking areas of companies, universities, public institutions, markets, interchange areas (park and ride), and stadiums; a smaller market (5–10%) if left thereafter to the rapid and fast electric charging on generic public land, given the shorter time usually available for parking, paying, on public metropolitan areas as well as the more expensive (than slow charging) and time-constraining car stay (because the parking area is shared).Charging spots might be placed even in the countryside, with a focus on more extended coverage needs. This study aims at providing a multisource data analysis, including direct data collection, regarding daily average distances covered with motorized mobility, light-duty road vehicles in particular with a look at heavy-duty ones. The results might be used as a basis for policies involving a shift towards new propulsions for road vehicles (Gerboni R. et al, 2017 [1]): namely, electric motors or plug-in hybrid powertrains. The most flexible motor vehicle— for extra urban trips—is the rechargeable hybrid one (PHEV) because of user needs (Dalla Chiara B. et al, 2018 [3]) and—in some areas—the fact a diffused charging network outside cities cannot be imagined at present or in the short-medium term: Italy has been covered with diesel-gasoline stations in almost 20 years, entailing lower fuelling times than that required for electric recharging
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