Topic: Electric Mobility in Kenya
CHAPTER ONE: INTRODUCTION
- Introduction to the study
Electric vehicles have been around for centuries since a successful experiment performed in 1827. Over the years, they have evolved from hybrids to fully electric vehicles with companies like Tesla championing this move. Electric vehicles have been widely accepted in the European and American markets. However, they haven’t been as popular in the African market until recently.
Kenyan consumers are starting to purchase electric vehicles, mostly for use in the micro-mobility sector (Black et al., 2018). With the advent of some electric vehicles, although in the form of tiny fleets or feasibility studies, the scenario is gradually changing. These include two- and three-wheelers, such as bicycles, motorbikes, and three wheelers, as well as cars and buses the former of which can be used for both personal and professional reasons, like taxi services.
A triple value chain of vehicles, a charging and covering network, profound multi-sectoral cooperation, and the rise of new electric mobility actors like private transportation or energy companies all characterise the shift towards electrification as a complicated system (van der Steen et al., 2015). E-mobility may, consequently, increase local systems’ complexity and, presumably, run the risk of being disputed on a number of fronts.
The worldwide objectives all agree that a shift to sustainability is urgently needed in light of climate change and its related problems, including humanitarian crises and widening socioeconomic gaps. Since the transportation industry is thought to be responsible for 23% of all energy-related greenhouse gas emissions worldwide, the development of low-carbon mobility in metropolitan areas is seen as a crucial step in this process (Sims et al., 2014). Therefore, it is determined that encouraging electric and public transport is a key component of the fight against climate change (Paris Declaration, 2015).
1.2 The background to the study
Transport transformation processes may be aided by bottom-up advocacy from the unofficial domain, low-cost mainstreaming support from local start-ups, or influence from patrons who value a particular method. In addition to gathering data on the predicted socio-economic effects on operators, the study aims at assessing views of the transitional phase across several industries. As crucial as their technological suitability or the legal frameworks they uphold should be, the social and economic aspects of integrating e-mobility solutions into local contexts should also be taken into consideration.
Given the lack of urban planning for paratransit, Nairobi’s primary forms of collective transportation—walking and public transit—operate in subpar circumstances with inadequate bus services, nonexistent or subpar sidewalks, and absent or harsh public control (Klopp & Mitullah, 2015). Planning has been additionally criticized for its focus on large road transportation projects and its top-down approach, lacking civil society participation (Klopp , 2012; United Nations, 2018). The public sector’s efforts regarding boda bodas (moto-taxis) included top-down attempts to regulate them, unapplied to a large extent. Recent attempts to increase control over the transport sector included bus route permits, the theoretical possibility of low-emission zones and controversial attempts to expel matatus from the city core (Nairobi City County Transport Bill, 2019).
The research problem is important to identify factors affecting electric mobility in Kenya and identifying areas of concern in the country’s electric mobility. The specific research problem of the study is the absence of previous studies on electric mobility in Kenya (Bugaje et al., 2022). This study addresses the lack of research on electric mobility in Kenya by providing data and results concerning electric mobility in Kenya, passengers perceptions, and the impact on public transport in Kenya (Galuszka et al., 2021).
1.4 Policy and Stakeholder Environment on Electric Mobility in Kenya
Potential for many stakeholder groups and mobility operators may be offered by electric mobility. Nevertheless, this calls for a supportive policy framework that enables participation in the transportation system from public transportation providers and independent drivers as well as corporations, unions, and entrepreneurs (Galuszka et al., 2021).
Kenyan authorities are working to create e-mobility policies at the national level. The logical sequence of actions and regulations (e.g. targets via transport policies, climate change policies, financial incentives, standards, feasibility studies). Kenya is more developed in terms of rewards and norms, but lacks a national goal for e-mobility mitigation and a thorough feasibility analysis (Galuszka et al., 2021).
1.5 Research objectives
The main objective of this study is to establish the extend of Electric Mobility in Kenya.
1.5.1 Specific Objectives
- To investigate the extend of the progress of Electric Mobility in Kenya.
- To determine the effectiveness of Electric Mobility in Kenya
- To assess and investigate the existing systems and structures on Electric Mobility in Kenya.
- To evaluate electric mobility policies in Kenya
1.6 Research questions
This study will be guided by the following research questions.
- What is the extend of the progress of Electric Mobility in Kenya?
- What is the effectiveness of Electric Mobility in Kenya?
- How is the existing systems and structures on Electric Mobility in Kenya?
1.7 Scope of the study
The scope is defined as the range of operations such as specifying parameters within the study (Karakaya, 2021). The scope of the study mentions the target population, geographical area, and variables in place to delimit the generalization of the research findings (Theofanidis & Fountouki, 2019). The study will be on electric mobility in Kenya, where data will be collected based on personal experiences and perceptions. This study will be limited to Nairobi County.
1.8 Significance of the Study
A rich knowledge base with data and findings on electric mobility perceptions based on personal travelling experiences will contribute to the study. Research findings will be shared with the policy makers, government officials, transport industry stake holders. Results from this study will be beneficial and valuable to educators, policy makers, government officials, transport industry stake holders, and professionals in the field of transport. Transport industry stake holders will benefit from the research by using the findings to understand the level of electric mobility expectations in Kenya
CHAPTER TWO: LITERATURE REVIEW
2.1 Introduction
This chapter will include a review of theoretical literature, transport modes, and their connection to electric mobility. The chapter also provides an empirical evaluation of the literature that includes national and international research on electric mobility, and lastly the conceptual framework.
2.2 The Theoretical Foundation/Perspective of the study
Three theories will form the basis of this investigation. The theoretical perspective for the proposed study is underpinned by the Unified Theory of Acceptance and Use of Technology, theory of mobility (Automobility) and Actor Network Theory (Sovacool, 2017). These theories and their relevance to the current study are discussed in detail in the subsections below.
2.2.1 Unified theory of acceptance and use of technology
One of the models that was constructed from eight pre-existing theories of behaviour is the unified theory of acceptance and use of technology (UTAUT), namely, the Technology Acceptance Model (TAM), the Theory of Reasoned Action (TRA), the Motivational Model (MM), the Theory of Planned Behavior (TPB), the Diffusion of Innovations (DOI), the Model of Personal Computer Utilization (MPCU), the Combined TAM-TPB Model, and Social Cognitive Theory (SCT) (Manutworakit & Choocharukul, 2022). Their model had four main factors of behavioral intention (BI), including effort expectancy (EE), social influence (SI) and performance expectancy (PE). The element that relates to usage behaviour became the facilitating conditions (FC). Moreover, gender, age, experience, and voluntariness of use constituted optional variables.
The approach can be applied to the public’s acceptance of new technologies in transportation, such as automated road transportation systems, electric bikes, and electric cars (Bhat et al., 2022). Hedonistic motivation, which influences behaviour in a good way, has been the subject of research. One of the other variables created for individual acceptance and use settings was put into price value (Noppers et al., 2019). Environmental action plans and electric vehicle eco-friendly declarations can support one another to boost the likelihood that people will buy electric vehicles (Wang et al., 2018). Strong electric car laws, like those in California, Germany, China, and Norway, are also essential for the global adoption of electric vehicles (Verma et al., 2020). Prior research tended to focus on vague policy instruments to encourage the use of electric vehicles, but policies are integrated for both financial and non-financial instruments (Wang et al., 2018). Researchers in Korea discovered that financial incentives and environmental concerns influence the intention to embrace electric vehicles (Junquera et al., 2016). According to a German study, the intention to purchase an electric car was related to external legislation, infrastructure, incentives, and communication (Brost et al., 2022). Their findings demonstrated that key regulations, such as purchase subsidies, reduced parking fees, and driving privileges, have an advantageous effect on consumer purchases (Herberz et al., 2022). As a result, variables from the revised Unified theory of acceptance and use of technology (UTAUT) take more into account than hedonic motivation, price value, environmental concern, and policy measures (PM).
Numerous academics have examined a range of factors that affect consumers’ intentions to buy battery electric vehicles, including demographics, vehicle performance, demands related to psychology and social status, governmental regulations, price, environmental concerns, and facilities (Noppers et al., 2019). The price, performance, usage costs, and time costs are the main elements affecting the adoption of battery electric vehicles worldwide. The most important variables influencing the adoption of battery electric vehicles in the United Kingdom were performance aspects like noise, comfort, ease of driving, and long distance travel. The battery life of electric vehicles is one aspect that influences popularity; as a result, this issue needs to be fixed. This makes people more likely to want to buy electric-powered cars (He et al., (2022)).
2.2.2 Automobility Theory
John C. Burnham is credited with coining the term “Automobility,” which is part of a larger “Mobilities” agenda (Gössling, 2022) that looks into “the large-scale population movements, capital, objects, and data across the world, as well as the more local operations of daily travel, circulation through public setting, and the travel of material objects within daily situations” (Gössling, 2022). The term “Automobility” refers to a set of cultural values, infrastructure networks, historical trends of movement and interchange, and technical artifacts, as summarized by Kurnicki (2022). Instead of using fossil fuels like gasoline or diesel to charge their batteries, electric vehicles use electricity. Due to their greater efficiency and the lower cost of power, charging an electric car is more affordable than purchasing gasoline or diesel for your travel needs. This theory explains the infrastructure networks and the technical artifacts associated with electric mobility. The modern infrastructure networks and the modern technical artifacts will be therefore relevant to this study.
2.2.3 Actor Network Theory
The third preferred approach, Actor Network Theory (ANT), seeks to offer an explanation for how scientific or technical objects (usually called “artifacts”) become integrated into society (Sovacool, 2017). Actor Network Theory suggests that artifacts are not things in the usual sense, but what Nie et al (2022) calls “nodes in a network that contains both people and devices in interlocking roles.” Actor Network Theory proposes that the social alliances in which technology are constructed are bound together by the very artifacts they create. Actor Network Theory, then, attempts to uncover the facts, machines, people, and bureaucracies that must be aligned, molded, and disciplined to create technological development and acceptance; these combine to make up the actor world, an “overall environment that provides the conditions for a technology to succeed” (Nie et al., 2022).
2.3 Emperical Literature
Locally, Adjei-Ampomah (2020), did a qualitative research study on Electric vehicles transition in developing countries; A case study of Nairobi-Kenya. The concepts of explorative research design, which Adjei-Ampomah (2020) determined to be consistent with the research topic being investigated, were heavily relied upon. Understanding the potential for an electric vehicle transition in Kenya was the research’s main goal. Amounts of information were gathered from significant players in Kenya’s transportation industry in order to produce solutions that worked. The author used an abductive approach to his investigation.
The goal of the abductive research strategy is to interpret and reframe social phenomena within the confines of a specific social order or trend (Adjei-Ampomah, 2020). The established theoretical frameworks that are used to analyse phenomena, according to the author, give the researcher room to think from fresh angles. In his work, the researcher used an explorative research methodology. Adjei-Ampomah (2020) notes that, when a researcher is faced with a research problem that is significantly ambiguous, complex, and lacking in knowledge of the topic he is confronted with, the abductive research strategy is the best fit. This is true even though the fundamental goal of the explorative research strategy is to identify the precise nature of a phenomenon.
Nine people made up the study’s total sample size, including the CEO of Nopea Ride, two senior executive members of Opibus, a representative from the Kenyan Ministry of Energy, a project officer from the German International Cooperation Agency (UNEP), a representative from the Kenya Revenue Authority, a car importer, and a local resident. Data for the interview was gathered using the notes taken during the conducted Skype interviews, which included seven semi-structured and two unstructured interviews. The Multi-level Perspective Framework was employed by the researcher.
The study’s findings demonstrate that Kenya’s transition to electric vehicles has been greatly influenced by fuel price changes, with other compelling factors like climate change, poor air quality, and an emphasis on clean energy following. These factors have given niche actors the opportunity to capitalise on these landscape advancements.
Regionally, according to Lall et al. (2017), Kenya’s economy is hurt by the traffic jams brought on by inadequate road infrastructure. Sustainable development is a controversial idea, but its main goal is to bring about change, and the ramifications of such change are most clearly seen when the idea is compared to other instances in which the term “sustainable” has been used. Sustainable transportation, according to Meira et al. (2020) and Rizzi & De La Maza (2017), is the transition away from conventional transportation networks and regulatory systems to more environmentally friendly modes of transportation.
People who prioritised the environment felt a moral need to reduce car use because of the widespread support for sustainable measures aimed at doing so (Ünal et al., 2019; Meira et al., 2020). In order to achieve optimum system efficiency, the sustainable mobility approach emphasises the need to assure fewer trips, promote modal changes, shorten trip distances, and ensure trip minimization.
Globally, Adu-Gyamfi et al. (2022) conducted research on China’s plans to deploy battery swap technology for electric vehicles. This study employed structural equation modelling to examine customers’ adoption intentions for BST utilising a framework that included the technological acceptance model (TAM), theory of planned behaviour (TPB), knowledge and perceived risk. The results showed that consumers’ intentions for adoption varied by sexual identity, household size, and type of residence. The study enhances awareness of customers’ adoption intentions in the context of battery swap technology and offers significant policy implications to stakeholders to increase acceptance.
2.4 Research Gap
Globally, various studies have also been conducted on electric mobility. There is a big discrepancy in the studies looking at the use of electric mobility in the Kenyan context. The author is aware that there is a scarcity of literature on e-mobility studies in Kenya and that additional research is required.
2.5 Conceptual Framework
A concept of government support for the adoption of EVs—possibly going as far as full electrification of land transport vehicles—as well as the necessity for additional incentives and standards are all included in Kenya’s proposed Updated Integrated National Transport Policy (2020). (safety of vehicles and personnel protection systems, charging infrastructure, infrastructure support) (Klopp & Cavoli, 2019). More recently, the Kenyan Ministry of Energy (2020) – not Transport – included a target of 5% EVs in total yearly car imports in its National Energy Efficiency and Conservation Strategy (Kenya National Bureau of Statistics, 2019b), raising the question of coordination between public institutions on e-mobility.
Conceptual Framework
A conceptual framework is a structure thought to be the best way to describe the natural flow of the phenomenon that a researcher wants to study. It connects the general idea with the concepts, empirical research, and theories used in the study (Adom, Hussein, & Joe, 2018)
CHAPTER THREE: RESEARCH METHODOLOGY
3.1 Introduction
This chapter describes the methodological steps that will be used to collect and analyze data. Additionally, the justifications for methodological choices will be discussed. The aspects of the methodology discussed in this chapter are the research philosophy, research design, population and sampling, data collection methods, data analysis procedures, research quality, and ethical considerations.
3.2 Research Philosophy
Research philosophy is a set of beliefs and assumptions on the development of knowledge (May & Perry, 2022). The beliefs and assumptions articulate beliefs about the nature of reality, what can be known about it, and the approach to attain this knowledge (Adams & McGuire, 2022).
Postpositivist research philosophy will be used in this study. The traditional research method has been represented by postpositivist presumptions, which are more true for quantitative than for qualitative research. The idea that knowledge is absolute truth is challenged by this last concept, which is known as post-positivism (Adams & McGuire, 2022). It also acknowledges that when examining human behaviour and activity, it is impossible to be certain of our knowledge claims. Deterministic postpositivists believe that causes presumably dictate outcomes or conclusions. Postpositivists’ research thus reflects the necessity to recognise and evaluate the factors influencing the results of experiments, such as those. Additionally, it is vastly oversimplified since the ideas are intended to be condensed into a comprehensible, measurable set, similar to the components of research objectives and questions.
3.3 Research Design and Approach
The research design refers to the general plan for collecting data needed to answer the research questions. The design is the blueprint that guides how the research will be conducted. This study will employ qualitative and quantitative research approach. The research will use a mixed method design. A mixed method approach of qualitative and quantitative study will be applied for the study (Creswell & Creswell, 2017). The study will seek to establish the extend and effectiveness of electric mobility in Kenya.
The elements of research design can be described in terms of the purpose of the research, data collection method, control of variables, time dimension, scope, participants’ perceptions, and unit of analysis (Creswell & Creswell, 2017)
3.4 Population and Sampling
Population, as defined by Creswell & Creswell, (2017), is the complete population of a unit that a scholar is interested in investigating. Kothari, on the other hand, describes population as the entire group of people or respondents in the setting that a researcher intends to examine (Secinaro et al., 2022). For this study respondents from Ministry of transport, transport operators, e-mobility start-ups, public sector, and academia, will serve as the study’s target population.
3.5 Sample Size
The Cochran’s Formula (Cochran’s, 1977) will be used to apply the sample estimate at a variance (margin of error) of 0.5 and determine the proportion of the population that can be accurately predicted. If the sample size is too large—that is, if it represents more than 5% of the population—the Cochran’s Formulae will need to be revised. The sample size for this study is estimated to be 350 participants.
3.6 Data Collection Methods
The researcher will gather both primary data. To achieve the study’s aims, primary data will be employed in this study. Using a questionnaire, primary data will gather from representatives from the e-mobility start-ups, public sector, academia, transport operators, and international organizations. Using a questionnaire that will capture the respondents’ perceptions of electric mobility in Kenya, the primary data will directly be acquired from the respondents. Through interviews, review of documents, usage of newspaper data, blogs, parliamentary white papers, and online sources on the phenomena. A research assistant will deliver the questionnaire directly to the respondents.
3.7 Data Analysis Approaches
The quantitative data collected will be analyzed using Statistical Package for Social Sciences (SPSS) software. Descriptive statistics, such as means, standard deviations, and percentages will be used to summarize and describe data for variables and respondents’ demographic information. After the data had been sorted, tabulated, and summarized using descriptive metrics like mean, percentages, and frequency distribution tables, tables and graphs would be used to illustrate the results. Before performing the final analysis, the data will first be cleaned to remove outliers, then grouped based on the study assumptions, and then tabulated. Finally a linear regression analysis will be applied to the data to find out the relationship between dependent and independent variables in this study. The qualitative data will be analysed using Nvivo software. Data will be analysed using NVIVO by being grouped in accordance with themes that emerge from stakeholder focus groups and field interviews. According to Creswell & Creswell (2017), thematic analysis refers to the major themes or problems that come up in the interviews or dialogues.
3.8 Research quality
The two important considerations for ensuring the quality of a quantitative research are validity and reliability. Validity is the accuracy of the measures, that, the degree to which the instrument measures what it is supposed to measure (Creswell & Creswell, 2017). Reliability is the level of consistency of the instrument in yielding the same measurements when administered repeatedly (Leavy, 2022). The steps taken to improve the validity and reliability of the measurement instruments for the current study are described below.
3.8.1 Validity
If a study yields trustworthy outcomes that can be applied to making decisions, it can be said to be valid (Terrell, 2012). The study’s findings in this instance ought to be precise and applicable to a wide audience. The content validity of this study examines whether the interview questions adequately addressed the research topic and were in line with the study’s goals. The literature study demonstrates different approaches taken to address the research problems, demonstrating content validity in this situation. The interview questions were in keeping with the goal of the study, which was to learn more about the electric mobility in Kenya; as a result, they can also be used to demonstrate content validity.
The research will be conducted to gain a clear understanding of the electric mobility situation and to gain insight into how electric mobility will affect the transportation Kenya and the Economy. Reliability and validity will be prioritized in the design of each question used throughout the interviews. Each participant will have to give a clear explanation of the interview’s objective prior to the interview, and their consent to have their responses used in my research will be acquired. Pilot tests will be carried out during the planning stage to further support the reliability of the interviews. To ensure that the interviewees understood what is being asked of them, the questions will be written using straightforward terminology that they will be familiar with.
3.8.2 Reliability
The consistency and reproducibility of a study’s results at any given time might be linked to the study’s dependability. Several approaches will be combined and utilized in order to assure reliability. To ensure reliability, the questions will be phrased consistently, using the same tone throughout to prevent bias. Any dangers to reliability in this type of research could be from participants providing false information or the researcher’s prejudice. Prior to the interviews, interview aims will be given to the respondents, by letting the interviewees prepare for the interview, the researcher will be able to assure credibility. Additionally, because the interview will consist of open-ended questions, the respondents will be given opportunity to elaborate on their responses. The researcher will record the interview while also taking brief notes throughout it to augment the contextual data.
3.9 Ethical Considerations
Ethics in this study refers to the conduct of expected behavior that directs the researcher through each step of the investigation. The researcher’s relationship with and treatment of each subject participating in the study are covered by ethical behavior. The researcher will have a responsibility to follow the rules and guidelines for research established by Strathmore University. The purpose of the code of practice is to prevent harmful behavior, malpractice, and other unethical behavior. The obtained data will only be used for academic purposes and will not be intended for sharing with any parties. The interviewing method will be anonymous, and confidentiality will be maintained to further protect the respondent’s privacy.
