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Promoting electric vehicles (EVs) is an effective way to achieve carbon neutrality. If EVs are widely adopted, this will undoubtedly be good for the environment. The purpose of this study is to analyze the impact of network externalities and subsidy on the strategies of manufacturer under a carbon neutrality constraint.

In this paper, the authors propose a game-theoretic framework in an EVs supply chain consisting of a government, a manufacturer and a group of consumers. The authors examine two subsidy options and explain the choice of optimal strategies for government and manufacturer.

First, the authors find that the both network externalities of charging stations and government subsidy can promote the EV market. Second, under a relaxed carbon neutrality constraint, even if the government’s purchase subsidy investment is larger than the carbon emission reduction technology subsidy investment, the purchase subsidy policy is still optimal. Third, under a strict carbon neutrality constraint, when the cost coefficient of carbon emission reduction and the effectiveness of carbon emission reduction technology are larger, social welfare will instead decrease with the increase of the effectiveness of emission reduction technology and then, the manufacturer’s investment in carbon emission reduction technology is lower. In the extended model, the authors find the effectiveness of carbon emission reduction technology can also promote the EV market and social welfare (or consumer surplus) is the same whatever the subsidy strategy.

The network externalities of charging stations and the subsidy effect of the government have a superimposition effect on the promotion of EVs. When the network effect of charging stations is relatively strong, government can withdraw from the subsidized market. When the network effect of charging stations is relatively weak, government can intervene appropriately.

Comparing previous studies, this study reveals the impact of government intervention, network effects and carbon neutrality constraints on the EV supply chain. From a sustainability perspective, these insights are compelling for both EV manufacturers and policymakers.

Regardless of how they are budgeted, information technology (IT) costs must be paid. Most schools offer some computing services at no cost to the individual or unit and some that are charged back to users and units. Typically, common good services are centrally funded, and services that differentially benefit specific individuals or units are charged for. How services are funded often reflects a school’s philosophy about IT and about finances. Preferably, IT funding mechanisms deliberately help shape and influence an institution’s IT and services philosophy, as opposed to an IT or service philosophy being unintentionally shaped by fiscal policies that follow no particular strategy. Levying fees to users on an individual or departmental basis may yield a different demand and expectation of IT services than when costs are borne by a central budget. Quantity and quality, degree of centralization, and administrative complexity of services are major variables in determining funding. Also at stake is the degree to which an institution wishes to endorse, suppress, control or expand IT services. These issues are specifically illustrated through a case study of the formulation of a new budget and cost accounting model to both finance an institution‐wide network upgrade and to maintain that network.

Nowadays, the increase in the capacity of batteries has laid the foundations for a broader diffusion of electric mobility. However, electric mobility is causing a growing electricity demand as well as the need to increase the diffusion of suitable charging stations. Within these last challenges, drawing on the recent literature, this chapter provides a critical and wide-ranging review of papers dealing with the formulation of the problem of the localisation of electric vehicle (EV) charging points. This problem is approached considering the electric charging infrastructure technologies, localisation criteria and related methodologies. This review shows how the ‘electric mobility revolution’ applies the technological innovations provided by the energy supply systems, and the location of these systems within the urban contexts. Since the technological innovations have different options, achieving an international standard of charging systems is still far away. Moreover, as there are several criteria, parameters and methodologies, and some analytical approaches for the localisation of electric vehicle charging points, the formulation of the ‘localisation’ problem should require the application of multi-criteria analysis to be addressed. Finally, the results show that there is no consensus on technologies, criteria, and methodologies to be adopted. Therefore, this wide-ranging analysis of the literature would be useful to support possible benchmarking and systematisation accordingly.

Pricing strategies for subscriptions and licenses to CDROM are amazingly complex. In general the supplier seeks to achieve as high a revenue as possible from a given product. CDROM pricing strategies have two distinct aspects: prices charged for single user use and prices charged for network use. Examples are given of different pricing strategies available from different suppliers for both single user use and network use. Pricing strategies are currently very complex. Market forces and increased maturity of the market‐place are likely to lead to simpler pricing strategies.

This chapter is a review and discussion of the experience of becoming an Electric Vehicle (EV) owner, with a focus on the importance of online EV communities on social media platforms in providing informal support to new owners during the transition into EV ownership and use.

Becoming an EV owner represents a significant disruption to drivers’ very established and comfortable driving practices. Electric cars force their owners to re-think long-habitual aspects of the driving experience, including driving behaviour, refuelling (practicalities and etiquette), route planning, and the extent of the car’s ‘sphere of access’.

Because of this disruption, new EV owners regularly encounter challenges, including charging, range, new technology, route planning, etiquette, and more. People often need support to overcome these challenges, and EV owner groups on social media are an important source of such support; new owners can receive advice on a range of issues. This chapter presents data extracted from EV owner social media group posts, analysing the discussions and advice that EV owners offer one another, and exploring the various forms of important support available to new owners/drivers.

This chapter shows how online EV communities are very actively used by EV owners and are of particular importance for new owners. These communities welcome new owners/drivers, offer support and advice, respond to questions, give recommendations, and encourage socialising and a form of group identity/bonding. With EV ownership rapidly increasing in many countries, online EV communities have a very important role to play in helping facilitate the international transition to electric mobility.

In recent years, a number of alternatives for service differentiation and QoS provision have been proposed and standardized in communication networks. In the case of back‐bone networks the DiffServ architecture has prevailed, due to its scalability and deployment feasibility. The provisioning of differentiated services has raised the requirements for interdependent controlled resource allocation and service pricing, with particular needs for pricing mechanisms that preserve the potential and flexibility of the DiffServ framework. At the same time, such mechanisms should reflect resource usage, allocate resources efficiently, reimburse costs or maximize service provision profits and lead customers to requesting services that will maximize their revenue. Presents the key issues involved in the area of pricing DiffServ‐based services and the research work carried out in this field, while at the same time outlining the basic principles that such a pricing infrastructure should obey with respect to the particularities that apply to the case of DiffServ services provision.

The purpose of this paper is to explore how technological and strategic developments enable new billing processes for mobile content services.

Interviews with practitioners are used as input for designing different archetypical role division models for billing and process models. The potential of these process models to reshape the mobile industry is evaluated on three criteria: convenience for the end‐user; potential resource barriers; and the fit with strategic interests of the actors involved.

Both technological advances and the introduction of new roles and strategies in the mobile domain enable the emergence of alternative billing methods. While network operator‐centric models remain relevant in the short term, in the longer term they will co‐exist with other models in which the customer transaction is owned by the content aggregator, the content provider, the ISP or the payment provider.

The research demonstrates the relevance of analysis at the process level in assessing the feasibility of new role division models at the value creation level.

The emergence of alternative billing providers is expected to change the power balance in the value network and assist in opening up the “walled garden”.

The analysis extends beyond existing discussions on billing in the mobile industry, which typically focus on the value network level, as the process level and the related resources are included. Moreover, the empirical data from the interviews with practitioners at various organizations provide new insights into the feasibility of these models in practice.

Green energy as a transportation supply trend is irreversible. In this paper, a highway energy supply system (HESS) evolution model is proposed to provide highway transportation vehicles and service facilities with a clean electricity supply and form a new model of a source-grid-load-storage-charge synergistic highway-PV-WT integrated system (HPWIS). This paper aims to improve the flexibility index of highways and increase CO₂ emission reduction of highways.

To maximize the integration potential, a new energy-generation, storage and information-integration station is established with a dynamic master–slave game model. The flexibility index is defined to evaluate the system ability to manage random fluctuations in power generation and load levels. Moreover, CO₂ emission reduction is also quantified. Finally, the Lianhuo Expressway is taken as an example to calculate emission reduction and flexibility.

The results show that through the application of the scheduling strategy to the HPWIS, the flexibility index of the Lianhuo Expressway increased by 29.17%, promoting a corresponding decrease in CO₂ emissions.

This paper proposed a new model to capture the evolution of the HESS, which provides highway transportation vehicles and service facilities with a clean electricity supply and achieves energy transfer aided by an energy storage system, thus forming a new model of a transportation energy system with source-grid-load-storage-charge synergy. An evaluation method is proposed to improve the air quality index through the coordination of new energy generation and environmental conditions, and dynamic configuration and dispatch are achieved with the master–slave game model.

CDROM network pricing was discussed by over 50 members of the CDROM Standards and Practices Action Group (CDROM SPAG) at the Barbican in London, England last month. Debate ranged from discussing whether standard net‐work pricing was possible, views of users and publishers on metering, and the likely impact of large Metropolitan Area Networks. The day's programme, organised by TFPL, began with two publishers, then two users, discussing their views on networking licensing, before the debate was thrown open to the floor.