The Two Faces of Energy Poverty: A Case Study of Households’ Energy Burden in the Residential and Mobility Sectors at the City Level

Mayer, Ines; Nimal, E; Nogue, Patrice; Sevenet, Marie

doi:10.1016/j.trpro.2014.11.018

Cited by 28 publications

(16 citation statements)

References 4 publications

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“…We follow Robinson and Mattioli (2020: 1) who define DEV as "the increased likelihood of negative impacts upon well-being, owing to the intersection of domestic energy poverty (DEP) and transport energy poverty (TEP)". This is in line with Mayer et al (2014) who combine attention to domestic and transport energy demand and expenses and relate it to household income to study these two faces of energy poverty. Calls for a combined focus have now persisted for approximately a decade (Sovacool et al, 2012).…”

Section: Double Energy Vulnerability Research and The Sub-urban Scalesupporting

confidence: 67%

Double energy vulnerability in the Norwegian low-carbon urban transport transition

Sareen¹,

Waage²,

Смірнова³

et al. 2022

PPP

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Household energy poverty and transport energy poverty are increasingly recognised as entangled in energy social science. The intersection of these related phenomena is growing due to twin transitions of decarbonisation and digitalisation, whereby transport modes are increasingly electrified, and household electricity use is digitalised. Sectoral coupling enables energy flexibility, which is crucial for enabling greater renewable energy penetration in the electricity mix to advance decarbonisation agendas. Yet there are potential negative outcomes of this cross-sectoral hyper-integration, in terms of exacerbating existing inequalities and creating new ones. Digitalised systems can exclude marginalised groups, constitute intrusion on privacy, reallocate resources such as public space and electricity to certain transport modes at the expense of others, and drive dynamic electricity tariffs that penalise those with inflexible usage patterns, who typically include energy-poorer households. This paper examines how these issues play out in the under-privileged neighbourhood Østre Bydel in affluent Stavanger, Norway -a city targeting low-carbon urban transport transitions where energy poverty is an understudied concern. Based on 45 structured interviews with households in the neighbourhood conducted during autumn 2021 complemented by desk study, the paper analyses double energy vulnerability in the city's systemic transition to low-carbon transport coterminous with rapidly digitalised electric infrastructure.

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Section: Double Energy Vulnerability Research and The Sub-urban Scalesupporting

confidence: 67%

Double energy vulnerability in the Norwegian low-carbon urban transport transition

Sareen¹,

Waage²,

Смірнова³

et al. 2022

PPP

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“…The ratio indicator identifies households with an excessive fuel spending in relation to their income. There exists some variations in the literature regarding the following aspects: figures expressed per household or per unit of consumption, modelling of travel distances and spending, trip purposes included, and thresholds (Cochez et al 2015 ;Nicolas et al, 2012 ;Lovelace, 2013). One usual concern underlying the choice of the ratio indicator is when combined with fuel poverty in the domestic sector (Rouxel, 2015 ;Alterre Bourgogne, 2007).…”

Section: Ratio Indicatormentioning

confidence: 99%

“…The LIHC indicator is a two-dimensional indicator that identifies households who have a high fuel spending and a low income. It was recently applied to the city of Strasbourg for both housing and transport (Mayer et al, 2014). Fuel spending is expressed per person or per consumption unit for transport (CUt).…”

Section: The Low Income High Cost (Lihc) Indicatormentioning

confidence: 99%

Investigating fuel poverty in the transport sector: Toward a composite indicator of vulnerability

Berry

Jouffe

Coulombel

et al. 2016

Energy Research & Social Science

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This paper investigates the issue of fuel poverty and of its measurement in the transport sector. We seek to identify households who run the risk of facing difficulties if fuel prices increase. We show that fuel poverty indicators from the domestic sector are not satisfactory in this regard. They fail to take into account three specificities of the transport sector: (1) the diversity of travel needs, (2) restriction behaviours, and (3) variable capacities to adapt. We propose a composite indicator that targets factors of vulnerabilities. In contrast to the previous indicators, it does not solely focus on budgetary aspects but also reflects conditions of mobility. Three levels of exposition to rising fuel prices are considered, depending on the combinations of factors. We test this indicator on French data and find that 7,8% of French households are identified fuel poor, a further 7,4% fuel vulnerable and a further 3,7% fuel dependent.

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“…Whilst such diversity of terms has fostered academic debate and has appeared in many government policy initiatives globally, most scholarly studies used these concepts as a way to study urban issues such as the spatial patterning of urban form, transport and energy use (Mattioli, 2014;Mattioli et al, 2016;Mayer et al, 2014;Motte-Baumvol et al, 2009). However, there have been few studies about policy responses to oil vulnerability.…”

Section: Existing Scholarship Of Oil Vulnerability and 'Energy-relatementioning

confidence: 99%

The peak oil and oil vulnerability discourse in urban transport policy: A comparative discourse analysis of Hong Kong and Brisbane

et al. 2018

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The nexus of transport, energy and household expenditure garnered increasing academic attention during the period of increased oil prices during the decade from 2000 to 2010. Peak oil emerged as a widely discussed 'storyline' advocated by a globally connected discourse coalition. This study explores the effects of the peak oil discourse in influencing urban transport policy. Two distinct cases are examined in this paper: high density and public transport dominant Hong Kong; and, low density and car dependent Brisbane. Data was obtained from interviews with stakeholders, public documents and media concerning the period between 2003 and 2015 when oil prices were high. This study combines analytical tools from Kingdon's multiple streams framework and Hajer's discourse analysis to assess the effects of the peak oil discourse in Brisbane and Hong Kong. While different urban settings are likely to be major differentiators in the responses of participants from the two cities, higher oil prices have bolstered the voice of 'affordability' storylines that have emerged in both cities. Yet only Brisbane exhibited official usage of 'peak oil' storylines. Counter storylines are found to have been adopted by opposing discourse coalitions, either focusing on the need to develop and deploy technical solutions which can resolve 'peak oil' or to simply 'wait-and-see'. The framing of the issue of heightened oil prices can be seen as acting as a political catalyst, as evidenced by the rise of fall of the response to 'peak oil' and 'oil vulnerability' in Brisbane. As oil prices crashed after 2015, the affordability pressure on urban transport also reduced. When oil prices are low, policy makers or interested stakeholders should expect to adapt other storylines that feature climate and economic resilience which promote sustainable transport and measures to reduce oil vulnerability, no matter how car, or oil, dependent a local environment is.

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The Two Faces of Energy Poverty: A Case Study of Households’ Energy Burden in the Residential and Mobility Sectors at the City Level

Cited by 28 publications

References 4 publications

Double energy vulnerability in the Norwegian low-carbon urban transport transition

Double energy vulnerability in the Norwegian low-carbon urban transport transition

Investigating fuel poverty in the transport sector: Toward a composite indicator of vulnerability

The peak oil and oil vulnerability discourse in urban transport policy: A comparative discourse analysis of Hong Kong and Brisbane

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