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Electric cars represent the most energy efficient technical option available for passenger cars, compared to conventional combustion engine cars and vehicles based on fuel cells. However, this requires an efficient charging infrastructure and low carbon electricity production as well. Combustion engine cars which were converted to electric cars decreased lifecycle CO₂-equivalent emissions per passenger-km travelled down to one third of before, when powered by green electricity. However, through an analysis of 78 scientific reports published since 2010 for life cycle impacts from 18 aggregated impact categories, this chapter finds that the results are mixed. Taken together, however, the reduced environmental impacts of electric cars appear advantageous over combustion engine cars, with further room for improvement as impacts generated during the production phase are addressed. When it comes to battery components, Cobalt (Co) stands out as critical. Assessing the impact of electric cars on the local air quality, they are not ‘zero emission vehicles’. They emit fine dust due to tyre and brake abrasion and to dust resuspension from the street. These remaining emissions could be easily removed by adding an active filtration system to the undercarriage of electric vehicles. If electric cars are operated with electricity from fossil power plants nearby, the emissions of these plants need to be modelled with respect to possibly worsening the local air quality.

Considering the well-known finiteness of resources and particularly in the light of previous concepts to ensure car-based mobility, this paper aims to outline to what extent the cost structure for sustainable mobility is still acceptable in the foreseeable future for the majority of people. The production and use of energy for mobility is a decisive factor for the future development of entire regions. This can be directly derived from the dramatically evolving energy cost in the recent years rooted in an increasing scarcity of known resources.

On the basis of available new technology components, researchers from the University of Magdeburg (Germany) have converted a conventional car into an electric vehicle. Hereby, energy efficiency and sustainability were in the direct focus of the product redesign. Furthermore, a LCC analysis complements the qualitative analysis.

Thus, a driving concept for electric mobility in the urban environment was drawn up which meets the criterion of suitability for everyday use due to an e-conversion. Moreover, the outstanding efficiency of the designed powertrain is demonstrated.

Using the research electric vehicle Editha, the researchers point out which technical options can be inferred from available components for the creation of mobility in the urban environment. However, the source of energy is crucial to assess if the claim for sustainability is fulfilled.

The paper illustrates that a monetary advantage of electric vehicles, such as the prototype Editha, arises after seven years due to disproportional purchase costs.

In this context, the proposed driving concept of the prototype represents a transitional solution from vehicles with central engine to hub wheel electric engines. In addition, Editha is the first roadworthy and suitable for daily use research vehicle using an individual electric motor for each rear wheel without manual gearbox.

Briefly reviews previous literature by the author before presenting an original 12 step system integration protocol designed to ensure the success of companies or countries in their efforts to develop and market new products. Looks at the issues from different strategic levels such as corporate, international, military and economic. Presents 31 case studies, including the success of Japan in microchips to the failure of Xerox to sell its invention of the Alto personal computer 3 years before Apple: from the success in DNA and Superconductor research to the success of Sunbeam in inventing and marketing food processors: and from the daring invention and production of atomic energy for survival to the successes of sewing machine inventor Howe in co‐operating on patents to compete in markets. Includes 306 questions and answers in order to qualify concepts introduced.

Life Cycle Assessment (LCA) aims to analyze possible impact upon manufacturing process and availability of products, and also study the environmental considerations and potential influence during entire life cycle ranging from procurement, production and utilization to treatment (namely, from cradle to tomb). Based on high‐density polyethylene (HDPE) pipe manufacturing of company A, this case study would involve evaluation of environmental influence during the production process. When the manufacturing process has been improved during “production process” and “forming cooling” stage, it is found that capital input on “electric power” and “water supply” could be reduced, thus helping to sharpen the competitive power of company A, and also ensure sustainable economic and industrial development in accordance with national policies on environmental protection.

In the 1930s, chlorofluorocarbons (CFCs) were developed as safe, non-reactive alternatives to toxic and explosive refrigerants and propellants such as ammonia, chloromethane, and sulfur dioxide. American engineer Thomas Midgley famously demonstrated these properties by inhaling Freon (CFC-12) and blowing out a candle with it. He was presented with many awards for his discoveries, such as the Perkin, Priestley, and William Gibbs medals. In today's jargon, CFCs might have been called an eco-innovation, because they provided solutions to several environmental issues. However, CFCs solved environmental problems by creating others. In 1974, Sherwood Rowland and Mario Molina published their pathbreaking research that demonstrated CFCs were depleting the ozone layer. In 1989, the Montreal Protocol, which regulates a global phaseout of CFCs, entered into force. A few years later, in 1995, Rowland and Molina received the Nobel Price in Chemistry. The new substitutes for CFCs, hydrofluorocarbons (HFCs), have no known effects on the ozone layer but are extremely potent greenhouse gases (GHGs) and thus subject to the Kyoto Protocol.

To assess the introduction and performance of light electric freight vehicles (LEFVs), more specifically cargo cycles in major 3PL organizations in at least two Nordic countries.

Case studies. Interviews. Company data on performance before as well as after the introduction. Study of differing business models as well as operational setups.

The results from the studied cases show that LEFVs can compete with conventional vans in last mile delivery operations of e-commerce parcels. We account for when this might be the case, during which circumstances and why.

Inherent limitations of the case study approach, specifically on generalization. Future research to include more public–private partnership and multi-actor approach for scalability.

Adding to knowledge on the public sector facilitation necessary to succeed with implementation and identifying cases in which LEFVs might offer efficiency gains over more traditional delivery vehicles.

One novelty is the access to detailed data from before the implementation of new vehicles and the data after the implementation. A fair comparison is made possible by the operational structure, area of delivery, number of customers, customer density, type of packages, and to some extent, the number of packages being quite similar. Additionally, we provide data showing how city hubs can allow cargo cycles to work synergistically with delivery vans. This is valuable information for organizations thinking of trying LEFVs in operations as well as municipalities/local authorities that are interested.