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With the UK’s accelerating plans to transition to electric mobility, this paper aims to highlight the need for policies to prepare for appropriate management of electric vehicle (EV) lithium-ion batteries (LIBs) as they reach the end of their life.

This is a regulatory review based on projections of EV LIBs coming off the market and associated problems of waste management together with the development of a servitisation model.

Circular economy in EV LIBs is unlikely to shape itself because LIB recycling is challenging and still in development. LIB volumes are insufficient for recycling to be currently profitable, and a circular economy here will need to be driven by regulatory intervention. Ignoring the problem carries potentially high environmental and health costs. This paper offers potential solutions through new EV ownership models to facilitate a circular economy.

The authors suggest a new EV ownership model. However, despite environmental benefits, re-shaping the fundamentals of market economies can have disruptive effects on current markets. Therefore, further exploration of this topic is needed. Also, the data presented is based on future projections of EV markets, battery lifespan, etc., which are uncertain at present. These are to be taken as estimates only.

The paper proposes regulatory interventions or incentives to fundamentally change consumer ideas of property ownership for EVs, so that EV automotive batteries remain the property of the manufacturer even when the consumer owns the car.

The study aimed at analyzing operations managers’ perception of the use of electric vehicles (EVs) in business processes and its impact on overall business process cost (BPC) and sustainable development (SD).

The present study adopts the triangulation approach which is a combination of quantitative and qualitative methods. The data was collected using structured and scientifically tested questionnaires from the industrial managers working in the industries in the Mysore region of Karnataka. Descriptive statistics, factor analysis and structural equation models were employed to analyze and interpret the data.

The findings revealed that the usage of EVs in Business Processes significantly impacts the BPC (b = 0.851, t = 8.037, p < 0.01) and it is also the usage of EVs in business processes can significantly impact SD (b = 0.889, t = 7.923, p < 0.01). Thus, the adoption of EVs in the business process offers many benefits to business organizations such as minimized operational costs, an eco-friendly business model, more tax incentives, less BPCs, a low-emission footprint and a contribution towards SD at large.

Many business organizations operating in the present time show interest in employing EVs in their business processes. Hence, before introducing EVs in industries on a large scale, it becomes imperative to obtain the perception of industrial managers who have already experienced its impact. This study may help industrial organizations to understand the impact of EV on various aspects of the business and to design a business model which would help in achieving SD goals.

The use of EVs in the daily life of human beings and business activities is gaining importance because of the various positive impacts. Therefore, it is necessary to understand industrial managers’ opinions regarding the use of EV in business activities.

This study advocates the importance of taking an evolutionary perspective in the strategic configuration of closed-loop supply chains (CLSC) in the transition to a circular economy. Building on the supply chain management and industrial dynamics research domains, an evolutionary analytical framework was developed and applied in the empirical context of the ongoing industrial transition to e-mobility.

This study is designed as an in-depth exploratory case study to capture the multi-layer dynamic complexities and their interplay in CSLC development. The empirical investigation was based on two-year interactions between the authors and various departments in a leading European heavy vehicle manufacturer. The proposed evolutionary analytical framework was used for investigating the dynamics of four CLSC configurations through ten possible trajectories.

The findings demonstrate that the evolution of each CLSC configuration comes with multiple challenges and requirements and point out the necessity for the co-development of technologies, product design and production, and infrastructure through long-term relationships among key supply chain actors. However, this evolutionary journey is associated with multiple dilemmas caused by uncertainties in the market and technology developments. All these factors were properly captured and critically analyzed, along with their interactions, thanks to the constructs included in the proposed evolutionary analytical framework.

The proposed evolutionary framework is applicable for examination of SC transformation in the context of market and technology development, and is particularly relevant for transitioning from linear SC to CLSC. The framework offers a single actor perspective, as it does not directly tackle dynamics and effects of actions taken by SC actors.

The developed framework can support SC managers in identifying, framing, and comparing alternative strategies for CLSC configuration in the transition process.

This study proposes the framework for understanding and guiding the evolutionary process of CLSC development. Its uniqueness lies in the integration of concepts from innovation and evolutionary theories coming from industrial dynamics and SCM literature streams.

This paper aims to forecast the availability of used but operational electric vehicle (EV) batteries to integrate them into a circular economy concept of EVs' end-of-life (EOL) phase. Since EVs currently on the roads will become obsolete after 2030, this study focuses on the 2030–2040 period and links future renewable electricity production with the potential for storing it into used EVs' batteries. Even though battery capacity decreases by 80% or less, these batteries will remain operational and can still be seen as a valuable solution for storing peaks of renewable energy production beyond EV EOL.

Storing renewable electricity is gaining as much attention as increasing its production and share. However, storing it in new batteries can be expensive as well as material and energy-intensive; therefore, existing capacities should be considered. The use of battery electric vehicles (BEVs) is among the most exciting concepts on how to achieve it. Since reduced battery capacity decreases car manufacturers' interest in battery reuse and recycling is environmentally hazardous, these batteries should be integrated into the future electricity storage system. Extending the life cycle of batteries from EVs beyond the EV's life cycle is identified as a potential solution for both BEVEOL and electricity storage.

Results revealed a rise of photovoltaic (PV) solar power plants and an increasing number of EVs EOL that will have to be considered. It was forecasted that 6.27–7.22% of electricity from PV systems in scenario A (if EV lifetime is predicted to be 20 years) and 18.82–21.68% of electricity from PV systems in scenario B (if EV lifetime is predicted to be 20 years) could be stored in batteries. Storing electricity in EV batteries beyond EV EOL would significantly decrease the need for raw materials, increase energy system and EV sustainability performance simultaneously and enable leaner and more efficient electricity production and distribution network.

Storing electricity in used batteries would significantly decrease the need for primary materials as well as optimizing lean and efficient electricity production network.

Energy storage is one of the priorities of energy companies but can be expensive as well as material and energy-intensive. The use of BEV is among the most interesting concepts on how to achieve it, but they are considered only when in the use phase as vehicle to grid (V2G) concept. Because reduced battery capacity decreases the interest of car manufacturers to reuse batteries and recycling is environmentally risky, these batteries should be used for storing, especially renewable electricity peaks. Extending the life cycle of batteries beyond the EV's life cycle is identified as a potential solution for both BEV EOL and energy system sustainability, enabling more efficient energy management performance. The idea itself along with forecasting its potential is the main novelty of this paper.

The paper concludes with showing that in the most optimistic scenario, end-of-life (EOL) batteries will account for 86% of energy storage for wind and 36% for solar PV in 2040.

With the growing demand for electric vehicles (EVs), the stock of discarded batteries will increase dramatically if no action is taken for their reuse or recycling. One potential avenue is to reuse them as energy storage systems (ESS) to mitigate the intermittent generation of renewable energy such as solar PV and wind. In a sense, the reliability for solar PV and wind energy can increase if energy storage systems become economically more attractive, making solar and wind systems more attractive through economies of scale.

The paper concludes with showing that in the most optimistic scenario, EOL batteries will account for 86% of energy storage for wind and 36% for solar PV in 2040.

The projection of scenarios can contribute to the information of policies, standards and identification of environmental promotion and promotion related to efficient management for EOL batteries.

The outbreak and the spreading of the COVID-19 pandemic have impacted the global financial sector, including the alternative clean and renewable energy sector. This paper aims to assess the impact of the pandemic, COVID-19 on the stock market indices of the clean energy sector using quantile regression methods.

This study utilized daily data sets on the four major categories of stocks: (1) Morgan Stanley Capital International Global Alternative Energy Index, (2) WilderHill Clean Energy Index, (3) Renewable Energy Industrial Index (RENIXX) and (4) the S&P 500 Global Clean Index. The study adopts a multifactor capital asset pricing model.

Clean and alternative energy stocks are powerful instruments for diversification. However, the impact of the volatility index induced by infectious disease is negative and significant across quantiles.

For investors and policymakers, considering how the uncertainty caused by COVID-19 and the geopolitical index influences renewable energy markets is of great practical importance. For investors, it throws insights into portfolio diversification. For policy makers, it helps to devise strategies to reboot the economy along the lines of the deployment of renewables. This study sheds light on a global green-energy transition and has practical implications for renewable energy resilience in post-pandemic times.

This paper can be considered as a pioneer that explores the nexus between oil prices, interest rates, volatility index, and geopolitical risk upon the stock indices of clean and alternative sources of (renewable) energy in the COVID-19 pandemic situation. The results have important insights into the area of energy and policy decision-making. Additionally, the paper's novelty lies in using the explanatory variables associated with the Covid 19 pandemic.

This paper analyzes the role that the climate change concern (CCC_i) has on the willingness to accept an environmental tax. The author aims to grasp how individual general tax preferences can differ with respect to the specific (environmental) tax. He focuses attention to the Italian case since it has been argued that the potential acceptability of a carbon tax in Italy is relatively high, and this topic has been scarcely explored so far among Italian citizens (Rotaris and Danielis, 2019).

The author conducted an online survey among 514 Italian economics students.

The CCC_i positively influences the environmental tax morale (ETM_i). The general tax morale (TM_i) positively affects the specific (environmental) TM_i. The CCC_i alters individual tax preferences. The author evidenced that also subjects with low TM_i turned out to be willing to pay an environmental tax if aware of the environmental issues.

Although the author used a common methodology in this strand of research, he is aware that in an online survey individuals can be influenced by the self-reporting and hypothetical choice bias (see Swamy et al., 2001), that in turn can characterize their reported preferences. Moreover, even if economics university students are commonly used as a subject pool in experimental economics settings, and although several studies showed that the behavioral responses of students are largely the same as those of nonstudents in identical experiments (for a discussion see Alm, 2012; Choo et al., 2016), there is awareness that in this case, they are not taxpayers yet (Barabas and Jerit, 2010).

The author’s results remark the importance of increasing climate change awareness among people to let them be more willing to pay the environmental tax, for instance through investments in sensibilization campaigns on the importance of energy source usage and climate-related topic. Then, an increase in the general TM_i leads to an increase in the specific (environmental) TM_i. The author’s evidence showed that people with high tax morale logically recognize the positive impact of paying an environmental tax when the CCC_i increases, since the more the theme becomes important, the larger the willingness to pay the specific tax. For this reason, policymakers should carry on campaigns to increase the general level of TM_i to increase the overall tax compliance level and the relative tax revenues, following the guidelines given by the Organisation for Economic Co-operation and Development (2019) to support taxpayer education programs, such as including TM_i research and analysis into education programs, improving the ease of paying taxes or strengthening revenue–expenditure links to build the social contract.

It should be paramount to increase awareness about environmental topics among people in general and among those who are relatively tax immoral. The author’s results remark on the importance of targeting energy and environmental tax policies to groups rather than to individuals. According to this evidence, we support the use of nonmonetary tools to nudge people in the environmental transition by changing their behavior in energy use, for instance through the taxation on fuel and other nonrenewable energy resources.

It is the first empirical study that analyzes the impact of CCC_i on the environmental TM_i in Italy, in particular controlling for the role of the general willingness to pay taxes (TM_i). To obtain individual attitudes toward tax payment, most of the empirical studies in behavioral economics employ international surveys. For studies across citizens living in European countries, the European Social Survey (ESS) and European Values Study (EVS) represent the most used ones (see, for instance, Martinez-Vazquez and Torgler (2009) in Spain; Torgler and Werner (2005) in Germany; Nemore and Morone (2019) in Italy). However, these surveys do not allow to study the relationship between the environmental and general TM_i across the same subject pool. In fact, despite the ESS (2016) provides individual responses about the willingness to pay an environmental tax, it does not provide information about the general individual attitude toward tax payment (this information is contained only in the ESS wave of 2004, hence referring to a different subject pool). On the contrary, each wave of the EVS (i.e. 2008, 2017) provides information about the general individual attitude toward tax payment, but this survey does not provide a question regarding the willingness to pay an environmental tax. Therefore, to obtain information about the willingness to pay both general and environmental taxes, across the same subject pool, it is needed to carry out a survey.