{ "EV_Intervention Guide_19012026.pdf::p1::#1": { "pilot": "electrical_vehicles_evs", "source_file": "EV_Intervention Guide_19012026.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EV_Intervention Guide_19012026.pdf", "location": "page 1", "excerpt": "High transport costs force farmers to sell at farmgate prices, reducing their income and mobility. Vulnerable groups, especially women, are hit hardest, deepening poverty and food insecurity in rural areas.\nWhile electric vehicles (EVs) could help, Nigeria’s nascent EV market faces high costs and limited infrastructure, hindering adoption and leaving farmers without affordable transport options.\nPage 2: Intervention Overview\nProvides increased transport access for women in rural areas, especially for traders to move their goods to market.\nIncreases productivity by reducing the time and effort required for farmers to transport their produce, thereby reducing losses and wastages helping farmers increase their efficiency and profit.\nNot yet.", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p5::#2": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 5", "excerpt": "In assessing the opportunity for EV adoption \nin sub-Saharan Africa, we engaged more than \n70 organizations, including local EV start-ups, \nvehicle assemblers and distributors, electricity-\ndistribution companies, commercial fleet owners, \nminibus associations, regulators, and financiers, \nand surveyed nearly 1,000 vehicle owners in \nmajor markets. This article focuses primarily \non two-wheelers, passenger cars, minibuses \n(14-seater vans, currently the predominant form \nof public transport in sub-Saharan Africa), and \nlight commercial vehicles (vans), which together \ncomprise most of the vehicle parc in sub-Saharan \nAfrica (see sidebar “Large buses and trucks”). South \nAfrica is not included in this analysis due to some key \ndifferences compared with the rest of the region,", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "M3a_PEA Report on E-mobility.pdf::p5::#3": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 5", "excerpt": "crowding-in effect that arises in markets for first movers is only possible when users of EVs \ncan sell the gains. There are policy hurdles, there will be financing challenges given the \nsignificant devaluation of the Naira, and there will be challenges of infrastructure as well. The \ngood news is that e-mobility has commenced in Nigeria. Notably, the private sector has been \nat the forefront of driving it despite the lack of a stable national grid and the current \nsocioeconomic challenges. \n \nThe PEA attempts to capture current challenges, conversations, and some stakeholder \nanalysis that hinder the growth of the EV market in general and indicates how the agricultural \nsector can benefit from it. The report also speaks to the integration of extension workers", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "M3a_PEA Report on E-mobility.pdf::p10::#4": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 10", "excerpt": "energy provision. The World Bank, \nAfrexim Bank, African Development \nBank, and others have special \nfacilities to support e-mobility or \ngrants to facilitate the market's \ndevelopment. Some of these \norganisations have also supported \nresearch on how to actualize an EV \nmarket in Nigeria. \nThe key challenge is a lack \nof coordination and \nalignment of these \ninterventions. \nWhat is needed is to work \nwith Federal and State \ngovernments to develop \nroadmaps to increase the \nEV market. \n \n2. The Oil and Gas Industry and EVs \nA big group of stakeholders are the Nigerian citizens who will benefit from EVs. The continuous \nrise in the price of petrol and other fossil products has led many to source power from", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "EV_Intervention Guide_19012026.pdf::p1::#5": { "pilot": "electrical_vehicles_evs", "source_file": "EV_Intervention Guide_19012026.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EV_Intervention Guide_19012026.pdf", "location": "page 1", "excerpt": "Governance Limitations:1. Weak human and financial capacity to develop and implement robust EV policies\n(iii) Related Interventions\n1. Scaling last-mile animal health services and vaccines (P1)2. Scaling rural seeds promoters' model (P1)\n(ii) Targeted Actors and Incentives\nRoles\nSupply of the suitable EVs \nProvide financing/credit\nAccess the Evs and provide services\nMonitor pilot progress Get relevant data to make informed policy decisions.\nSupply of the suitable charging infrastructure\nRisks Assessment and Mitigation\nMitigation plan\nExpand distribution channel, promote brand, and capture the EV market in northern Nigeria.\nTransporters first point of contact. \nProvide technical/maintenance services for the EvsService provision for a fee.\nRisk Description", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "M3a_PEA Report on E-mobility.pdf::p13::#6": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 13", "excerpt": "Nigeria. Several actors across the value chain , despite the lack of clear policy options , have \nmade significant investments in the provision of EVs. Most have restricted their services to \nurban cities and towns. Lagos, Abuja and Kano have the most in terms of investments. There \nare pertinent questions EV investors across the value chain ask before committing funds. The \nquestions are the following. \n• Where is the power source going to come from? \n• How will the generated power be distributed? \n• How are the vehicles going to be charged? \n• Will EV owners charge at home or public stations? \n• Who will own and operate the charging public stations? \nOnce there is some clarity on these, the access to finance element, or whether the purchasers", "query": "Recent evidence (last 2 quarters) of EV adoption among smallholder farmers in Kaduna state, Nigeria, including numbers of vehicles deployed and usage patterns" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p6::#2": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 6", "excerpt": "The total cost of ownership is favorable, but \nup-front costs are currently prohibitive. \nThe total cost of ownership (TCO) of EVs is more \nfavorable than that of ICE vehicles, even in countries \nwith fairly high electricity costs like Kenya, where \nthe residential electricity tariff is over 20 cents \nper kilowatt-hour (Exhibit 2). These economics \nimprove the more a vehicle is driven due to the \nlower operating costs, meaning that vehicles used \nfor commercial purposes (such as minibuses, vans, \nand two-wheelers) are more favorable for early \ntransition. Despite high awareness of EVs, few \nindividuals we surveyed understood the benefits, \nwith some commercial fleet owners and bus \nassociations expressing surprise at the favorable \nlifetime economics of EVs. \nExhibit 2", "query": "Operating cost comparison (fuel, maintenance, charging) for diesel/petrol vs electric light commercial vehicles for farm-to-market trips in Kano and Jigawa over the last 2 quarters" }, "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf::p7::#3": { "pilot": "electrical_vehicles_evs", "source_file": "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "location": "page 7", "excerpt": "motors with batteries and charging to fisher-people on the shores of Lake Victoria, Kenya. The batteries are charged during the day at \ntheir hubs using solar energy and then transported back to the shore, ready for night-time fishing.50 Users have seen their operational \ncosts reduce by 25% compared to when they were using petrol and diesel-engine boats.51\nCHARGING-AS- A-SERVICE\nBusiness Model\nBOX 1\n46. Parveen Kumar et al., Battery Swapping: An Alternative Fast Re-fueling Option for E-2Ws and E-3Ws in India. (WRI India, 2021)\n47. I d.\n48. Techcabal, Electric mobility in Africa could be the next big thing for global investors. (2021), \n49. Efficiency for Access, Research and Development Fund Project Spotlight, Powerhive Inc UK (2020)", "query": "Operating cost comparison (fuel, maintenance, charging) for diesel/petrol vs electric light commercial vehicles for farm-to-market trips in Kano and Jigawa over the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p13::#4": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 13", "excerpt": "use would be for road transport. This \nwould require building dedicated high-cost \ninfrastructure (including port and inland \nterminals, bulk storage, and distribution \nand retail networks) for a fuel that is at \nbest a stepping-stone toward cleaner \ntransport at a time when the global trend \nis toward electrification, with ICE vehicles \nbeing phased out by many manufacturers. \nThe investment might be better directed \ntoward strengthening and decarbonizing \nthe electricity grid and making EV charging \nmore accessible.\nAnother fuel option is hydrogen, which can \nhave zero to minimal carbon emissions if \nusing green or blue production methods. \nHowever, according to the Hydrogen \nCouncil, the costs of hydrogen production \ncurrently make it economically viable", "query": "Operating cost comparison (fuel, maintenance, charging) for diesel/petrol vs electric light commercial vehicles for farm-to-market trips in Kano and Jigawa over the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p13::#5": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 13", "excerpt": "However, according to the Hydrogen \nCouncil, the costs of hydrogen production \ncurrently make it economically viable \nonly for heavier road-transportation \napplications such as large trucks.ii\ni Ross Ryskamp, Emissions and performance of liquefied petroleum gas as a transportation fuel: A review, World LPG Association, October 3, 2017.\nii Hydrogen Insights: A perspective on hydrogen investment, market development and cost competitiveness, Hydrogen Council, February 17, 2021.\n13\nPower to move: Accelerating the electric transport transition in sub-Saharan Africa", "query": "Operating cost comparison (fuel, maintenance, charging) for diesel/petrol vs electric light commercial vehicles for farm-to-market trips in Kano and Jigawa over the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p8::#6": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 8", "excerpt": "in a higher average distance traveled per vehicle, \nwhich improves the TCO of the electric two-wheeler \nversus the ICE two-wheeler. This also results in a \nfairly high fleet turnover, with an urban owner in \nKenya and Nigeria purchasing a new two-wheeler \nevery two to three years, on average. And because \nelectric two-wheelers have a small battery, they can \nbe charged via a mini-grid, making them suitable \nfor use in locations with low access to reliable \nelectricity-grid infrastructure. They can also benefit \nfrom a battery-swap model, in which a depleted \nbattery is replaced with a fully charged battery from \na designated “swap station” in just a few minutes. \nThese factors strengthen the case for more \nwidespread adoption of electric two-wheelers in", "query": "Operating cost comparison (fuel, maintenance, charging) for diesel/petrol vs electric light commercial vehicles for farm-to-market trips in Kano and Jigawa over the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p7::#1": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 7", "excerpt": "There is also no widespread financing for electric vehicles locally. These challenges \ncan be overcome. This will be discussed later in the paper. \n• Infrastructure and Capacity Challenges: There is a lack of infrastructure to support \nEV charging. There have been some developments, but not at the scale necessary to \nsupport significant investments in the sector. Underpinning this is also a lack of \ncapacity to support its development. \n• Grid reliability and Electricity Access: Recently, the Federal Government of Nigeria \nattempted to decentralise power supply through amendments to the Electricity Act. \nThis was part of interventions to improve access to power. The National Electricity \nRegulation Commission also classified supply into different bands based on the", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "M3a_PEA Report on E-mobility.pdf::p14::#2": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 14", "excerpt": "scheme. \n \nJigawa has significant investments in farming and has an underdeveloped free economic trade \nzone at Maigatari in Jigawa State close to the Niger border. That facility has the capacity to \nbe an assembling plant for EVs. The space is available with sufficien t expansion land. \nInvestJigawa is a good partner that can facilitate EV investments in the state. These can be a \nspecialised hub for more specialised production of batteries and other EV parts necessary for \nthe market. The topography of the state also presents a potential for large-scale solar panels \nthat can generate clean energy for the plants and support renewable charging point \ntechnology.", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "M3a_PEA Report on E-mobility.pdf::p13::#3": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 13", "excerpt": "Nigeria. Several actors across the value chain , despite the lack of clear policy options , have \nmade significant investments in the provision of EVs. Most have restricted their services to \nurban cities and towns. Lagos, Abuja and Kano have the most in terms of investments. There \nare pertinent questions EV investors across the value chain ask before committing funds. The \nquestions are the following. \n• Where is the power source going to come from? \n• How will the generated power be distributed? \n• How are the vehicles going to be charged? \n• Will EV owners charge at home or public stations? \n• Who will own and operate the charging public stations? \nOnce there is some clarity on these, the access to finance element, or whether the purchasers", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p14::#4": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 14", "excerpt": "Companies can also proactively invest in charging \ninfrastructure, including partnerships with large \nretail actors to set up public charging stations. For \nexample, many minibuses in Kenya park overnight \nat petrol stations so setting up charging in these \nlocations could enable an electric transition for \nminibuses. Partnerships with shared-mobility \nproviders could also help with charging-network \noptimization. This is being seen in Asia, where Gojek \n(a ride-hailing company) and Gogoro (an electric \ntwo-wheeler company) are partnering in Indonesia \nto set up battery- swapping stations in high-use \nlocations.15\nIn addition to charging, electric two-wheelers will \nlikely need to be supported by a network of battery-\nswapping stations, as the long daily distances", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "M3a_PEA Report on E-mobility.pdf::p14::#5": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 14", "excerpt": "emissions and environmental consequences of this. Partnership with the state government to \nreduce this can be through e-mobility partnerships. That will bring down emissions significantly \nas well as increase the ability to tax that sector more effectively through effective monitoring \nand registration. Kaduna State plagued with banditry , will also benefit from an e -mobility \npartnership through a tracking process that can be introduced through hire purchase schemes \nthat reduce the cost of upfront purchases . That will necessitate a policy enactment phasing \nout ICE vehicles whilst ensuring that retail outlets that sell ICE vehicles are part of the new \nscheme. \n \nJigawa has significant investments in farming and has an underdeveloped free economic trade", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p10::#6": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 10", "excerpt": "electricity system, improving overall electricity \nreliability and installing fast-charging \ninfrastructure for taxis, minibuses, and vans.\nIn both scenarios, this analysis indicates that \ntwo-wheelers will electrify fastest, with electric \ntwo-wheeler sales rising to 50 to 70 percent of \nall sales by 2040 (Exhibit 4). In Kenya and Nigeria \nalone—two of the largest two-wheeler markets in \nsub-Saharan Africa—this would translate into three \nmillion to four million electric two-wheeler sales per \nyear by 2040.\nIn the electric two-wheelers segment,\nthere is already an emerging use case \ntoday, and this segment is expected to \ngrow dramatically, in line with the trend \nin Asia, given favorable TCO and\nhigh fleet turnover.\n12 Norwegian National Transport Plan, 2022-2033.\n10", "query": "Inventory and functionality audit of public and private charging points in Kaduna, Kano and Jigawa in the last 2 quarters, including uptime and power levels" }, "M3a_PEA Report on E-mobility.pdf::p9::#1": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 9", "excerpt": "e-mobility and will drive it if \nthere is sufficient \nengagement, and the right \npolices. It is in their \nbusiness interest to deliver \ne-mobility. The technology is \nalready available. The \nstated target is to build \naround existing demand \nmaking use of existing \ninfrastructure. \nElectricity Vehicle \nManufacturers \nHyundai Nigeria launched the first \nlocally assembled electric vehicle. \nThere are independent importers of \nelectric vehicles into Nigeria as well. \nThe market is mainly focused on \nproduction of two wheelers and three \nThe support required by this \ngroup include raising \nawareness on the EV, policy \nand regulatory framework as \nwell as financing. The \nmarket will grow as the price \nof petrol rises and gas \nremains unavailable.", "query": "Sales and aftersales data from EV dealers selling e-trikes/e-vans suitable for agricultural logistics in Kaduna/Kano/Jigawa during the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p19::#3": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 19", "excerpt": "Leasing Association of Nigeria (ELAN) is a potential partner that can reduce the burden \nof the initial cost of purchase. \n \n• Technical and vocational schools across different locations : These schools can \nbe a market for talents that support extension services and market development of \nEVs. The schools are also pools of talent that can provide technical services to the EV \nmarket. Nigeria has a high rate of unemployment. The EV industry requires substantial \nsupport to link it with consumers and become champions of the industry. There are \ncolleges of Agriculture that have graduat es seeking employment. There is an \nopportunity to bring these groups on board. \n \n• The farmers and intended beneficiaries of e -mobility and technology will not", "query": "Sales and aftersales data from EV dealers selling e-trikes/e-vans suitable for agricultural logistics in Kaduna/Kano/Jigawa during the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p5::#4": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 5", "excerpt": "crowding-in effect that arises in markets for first movers is only possible when users of EVs \ncan sell the gains. There are policy hurdles, there will be financing challenges given the \nsignificant devaluation of the Naira, and there will be challenges of infrastructure as well. The \ngood news is that e-mobility has commenced in Nigeria. Notably, the private sector has been \nat the forefront of driving it despite the lack of a stable national grid and the current \nsocioeconomic challenges. \n \nThe PEA attempts to capture current challenges, conversations, and some stakeholder \nanalysis that hinder the growth of the EV market in general and indicates how the agricultural \nsector can benefit from it. The report also speaks to the integration of extension workers", "query": "Sales and aftersales data from EV dealers selling e-trikes/e-vans suitable for agricultural logistics in Kaduna/Kano/Jigawa during the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p18::#5": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 18", "excerpt": "profitability will not attain good results. EV manufacturers face an uphill battle in \ntackling the dominance of Nigeria’s dependence on oil and gas and the Energy \nTransition Office (ETO) that has agreed on gas as the key fuel for energy transition. \nThere are also challenges on access to foreign exchange because of parts that are \nlargely manufactured abroad. The p itch must be to develop alongside the sector and \nsee gas as an input for electricity generation and distribution growth. \n \n• Finance institutions and grant -providing institutions for EV development: EVs \nhave significant costs to get vehicles to the market. The upfront cost of purchasing EVs \nis quite significant. Traditional banking institutions now do not see the EV industry as", "query": "Sales and aftersales data from EV dealers selling e-trikes/e-vans suitable for agricultural logistics in Kaduna/Kano/Jigawa during the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p5::#6": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 5", "excerpt": "In assessing the opportunity for EV adoption \nin sub-Saharan Africa, we engaged more than \n70 organizations, including local EV start-ups, \nvehicle assemblers and distributors, electricity-\ndistribution companies, commercial fleet owners, \nminibus associations, regulators, and financiers, \nand surveyed nearly 1,000 vehicle owners in \nmajor markets. This article focuses primarily \non two-wheelers, passenger cars, minibuses \n(14-seater vans, currently the predominant form \nof public transport in sub-Saharan Africa), and \nlight commercial vehicles (vans), which together \ncomprise most of the vehicle parc in sub-Saharan \nAfrica (see sidebar “Large buses and trucks”). South \nAfrica is not included in this analysis due to some key \ndifferences compared with the rest of the region,", "query": "Sales and aftersales data from EV dealers selling e-trikes/e-vans suitable for agricultural logistics in Kaduna/Kano/Jigawa during the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p13::#1": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 13", "excerpt": "Nigeria. Several actors across the value chain , despite the lack of clear policy options , have \nmade significant investments in the provision of EVs. Most have restricted their services to \nurban cities and towns. Lagos, Abuja and Kano have the most in terms of investments. There \nare pertinent questions EV investors across the value chain ask before committing funds. The \nquestions are the following. \n• Where is the power source going to come from? \n• How will the generated power be distributed? \n• How are the vehicles going to be charged? \n• Will EV owners charge at home or public stations? \n• Who will own and operate the charging public stations? \nOnce there is some clarity on these, the access to finance element, or whether the purchasers", "query": "Availability and uptake of financing products (loans, lease-to-own, microfinance) specific to EV purchases for farmers in Northern Nigeria in the last 2 quarters" }, "EV_Intervention Guide_19012026.pdf::p1::#2": { "pilot": "electrical_vehicles_evs", "source_file": "EV_Intervention Guide_19012026.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EV_Intervention Guide_19012026.pdf", "location": "page 1", "excerpt": "Not yet.\n1. Generate zero emissions during operation2. Reduce energy consumption3. Promote renewable energy use4. Decrease dependence on fossil fuels\nCan be used to facilitate Just-in- time delivery of vegetables, nutritious foods and other perishables, which can increase the consumption of fresh/better quality vegetables and enable farmers to derive the nutritional benefits.\nIntervention Relevance to programme impact areas\nExpand distribution channel, promote brand, and capture the EV market in northern Nigeria.\nFinance asset acquisition and get returns via interests.\nAccess productive assets for income generation.\nAffordable transportation option.Access the services of the Evs\nHousing the charging stations. Clients of vehicle operators\nBackground", "query": "Availability and uptake of financing products (loans, lease-to-own, microfinance) specific to EV purchases for farmers in Northern Nigeria in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p18::#3": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 18", "excerpt": "profitability will not attain good results. EV manufacturers face an uphill battle in \ntackling the dominance of Nigeria’s dependence on oil and gas and the Energy \nTransition Office (ETO) that has agreed on gas as the key fuel for energy transition. \nThere are also challenges on access to foreign exchange because of parts that are \nlargely manufactured abroad. The p itch must be to develop alongside the sector and \nsee gas as an input for electricity generation and distribution growth. \n \n• Finance institutions and grant -providing institutions for EV development: EVs \nhave significant costs to get vehicles to the market. The upfront cost of purchasing EVs \nis quite significant. Traditional banking institutions now do not see the EV industry as", "query": "Availability and uptake of financing products (loans, lease-to-own, microfinance) specific to EV purchases for farmers in Northern Nigeria in the last 2 quarters" }, "EV_Intervention Guide_19012026.pdf::p1::#4": { "pilot": "electrical_vehicles_evs", "source_file": "EV_Intervention Guide_19012026.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EV_Intervention Guide_19012026.pdf", "location": "page 1", "excerpt": "Governance Limitations:1. Weak human and financial capacity to develop and implement robust EV policies\n(iii) Related Interventions\n1. Scaling last-mile animal health services and vaccines (P1)2. Scaling rural seeds promoters' model (P1)\n(ii) Targeted Actors and Incentives\nRoles\nSupply of the suitable EVs \nProvide financing/credit\nAccess the Evs and provide services\nMonitor pilot progress Get relevant data to make informed policy decisions.\nSupply of the suitable charging infrastructure\nRisks Assessment and Mitigation\nMitigation plan\nExpand distribution channel, promote brand, and capture the EV market in northern Nigeria.\nTransporters first point of contact. \nProvide technical/maintenance services for the EvsService provision for a fee.\nRisk Description", "query": "Availability and uptake of financing products (loans, lease-to-own, microfinance) specific to EV purchases for farmers in Northern Nigeria in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p7::#6": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 7", "excerpt": "7 \n \n• BRT accounting for over 22% of pax-km by 2030 \n• 25% of trucks and buses using CNG by 2030 \n• All vehicles meet the Euro III emission limits by 2030 and Euro IV by 2030 \n1.1.1. Challenges of E-mobility Development in Nigeria \n• High Initial Purchase Cost: The initial purchase cost of electric vehicles is quite \nexpensive. The current purchase cost of E -automobiles ranges from $60,000 -\n$100,000. The average exchange rate for the dollar is NGN 1450. That makes the cost \nof acquisition of new Electric Vehicles ( EVs) unaffordable for most Nigerians. Now , \nthere is no supply of second-hand EVs for underdeveloped economies such as Nigeria. \nThere is also no widespread financing for electric vehicles locally. These challenges", "query": "Availability and uptake of financing products (loans, lease-to-own, microfinance) specific to EV purchases for farmers in Northern Nigeria in the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p8::#1": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 8", "excerpt": "in a higher average distance traveled per vehicle, \nwhich improves the TCO of the electric two-wheeler \nversus the ICE two-wheeler. This also results in a \nfairly high fleet turnover, with an urban owner in \nKenya and Nigeria purchasing a new two-wheeler \nevery two to three years, on average. And because \nelectric two-wheelers have a small battery, they can \nbe charged via a mini-grid, making them suitable \nfor use in locations with low access to reliable \nelectricity-grid infrastructure. They can also benefit \nfrom a battery-swap model, in which a depleted \nbattery is replaced with a fully charged battery from \na designated “swap station” in just a few minutes. \nThese factors strengthen the case for more \nwidespread adoption of electric two-wheelers in", "query": "Cost-benefit analysis or TCO models for electric tricycles/e-vans transporting farm produce in Nigeria, including battery replacement and maintenance assumptions" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p8::#2": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 8", "excerpt": "two-wheeler drivers to exchange depleted batteries \nfor fully charged batteries on the go. \nEven with this emerging use case, there are still \nchallenges to overcome. Issues include the higher \nup-front price point for electric two-wheelers versus \nICE two-wheelers (estimated at $1,700 to $1,800 in \nmid-2021 versus $1,300 in Kenya), unknown battery \nlifetime data given that motorcycles in sub-Saharan \nAfrica go much longer daily distances than those in \nAsia, and the high cost of battery swapping. \nDespite these challenges, the TCO for electric two-\nwheelers is favorable. Even with a higher up-front \ncost—and assuming no residual value—the electric \ntwo-wheeler is 25 percent cheaper over a five-\nyear life cycle compared with an ICE two-wheeler", "query": "Cost-benefit analysis or TCO models for electric tricycles/e-vans transporting farm produce in Nigeria, including battery replacement and maintenance assumptions" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p6::#3": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 6", "excerpt": "The total cost of ownership is favorable, but \nup-front costs are currently prohibitive. \nThe total cost of ownership (TCO) of EVs is more \nfavorable than that of ICE vehicles, even in countries \nwith fairly high electricity costs like Kenya, where \nthe residential electricity tariff is over 20 cents \nper kilowatt-hour (Exhibit 2). These economics \nimprove the more a vehicle is driven due to the \nlower operating costs, meaning that vehicles used \nfor commercial purposes (such as minibuses, vans, \nand two-wheelers) are more favorable for early \ntransition. Despite high awareness of EVs, few \nindividuals we surveyed understood the benefits, \nwith some commercial fleet owners and bus \nassociations expressing surprise at the favorable \nlifetime economics of EVs. \nExhibit 2", "query": "Cost-benefit analysis or TCO models for electric tricycles/e-vans transporting farm produce in Nigeria, including battery replacement and maintenance assumptions" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p8::#4": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 8", "excerpt": "These factors strengthen the case for more \nwidespread adoption of electric two-wheelers in \nsub-Saharan Africa, following the trend seen in \nAsia.11 A number of start-ups are already investing \nin the region’s nascent electric two-wheeler space \nto design vehicles at a cost and durability suitable \nfor the local market. For example, Opibus in Kenya \nis investing in local R&D and assembly to build an \nelectric motorcycle tailored to the needs of boda \nboda drivers who demand a high-durability vehicle \nthat can go up to 130 km per day at a comparable \ncost to an ICE two-wheeler. Companies such \nas Ampersand in Rwanda are also developing a \nnetwork of battery-swapping stations to enable \ntwo-wheeler drivers to exchange depleted batteries \nfor fully charged batteries on the go.", "query": "Cost-benefit analysis or TCO models for electric tricycles/e-vans transporting farm produce in Nigeria, including battery replacement and maintenance assumptions" }, "M3a_PEA Report on E-mobility.pdf::p5::#2": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 5", "excerpt": "crowding-in effect that arises in markets for first movers is only possible when users of EVs \ncan sell the gains. There are policy hurdles, there will be financing challenges given the \nsignificant devaluation of the Naira, and there will be challenges of infrastructure as well. The \ngood news is that e-mobility has commenced in Nigeria. Notably, the private sector has been \nat the forefront of driving it despite the lack of a stable national grid and the current \nsocioeconomic challenges. \n \nThe PEA attempts to capture current challenges, conversations, and some stakeholder \nanalysis that hinder the growth of the EV market in general and indicates how the agricultural \nsector can benefit from it. The report also speaks to the integration of extension workers", "query": "Evidence on farmer perceptions, behavioural barriers, and willingness-to-pay for EVs in Kaduna, Kano and Jigawa from surveys or qualitative studies conducted in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p14::#3": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 14", "excerpt": "that these farmers use in ICE vehicles. These farmers will benefit from already ongoing \npoverty alleviation interventions at both Federal and State levels. Cash transfers are much \ndiscussed as social protection interventions. These are not sustainable and do not drive \ngrowth; tying EV market development through supporting the purchase of EVs by smallholder \nfarmers is a more sustainable alternative and has the benefit of market development, \neconomic growth and reduction of emissions. This should be encouraged and considered. \n7. Constraints and opportunities (including policy-related) within the e-mobility \nsubsector especially in the target states (Jigawa, Kano and Kaduna) \nThe most significant constraint mitigating against e -mobility in these states is the lack of", "query": "Evidence on farmer perceptions, behavioural barriers, and willingness-to-pay for EVs in Kaduna, Kano and Jigawa from surveys or qualitative studies conducted in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p13::#5": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 13", "excerpt": "Nigeria. Several actors across the value chain , despite the lack of clear policy options , have \nmade significant investments in the provision of EVs. Most have restricted their services to \nurban cities and towns. Lagos, Abuja and Kano have the most in terms of investments. There \nare pertinent questions EV investors across the value chain ask before committing funds. The \nquestions are the following. \n• Where is the power source going to come from? \n• How will the generated power be distributed? \n• How are the vehicles going to be charged? \n• Will EV owners charge at home or public stations? \n• Who will own and operate the charging public stations? \nOnce there is some clarity on these, the access to finance element, or whether the purchasers", "query": "Evidence on farmer perceptions, behavioural barriers, and willingness-to-pay for EVs in Kaduna, Kano and Jigawa from surveys or qualitative studies conducted in the last 2 quarters" }, "EV_Intervention Guide_19012026.pdf::p1::#6": { "pilot": "electrical_vehicles_evs", "source_file": "EV_Intervention Guide_19012026.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EV_Intervention Guide_19012026.pdf", "location": "page 1", "excerpt": "Not yet.\n1. Generate zero emissions during operation2. Reduce energy consumption3. Promote renewable energy use4. Decrease dependence on fossil fuels\nCan be used to facilitate Just-in- time delivery of vegetables, nutritious foods and other perishables, which can increase the consumption of fresh/better quality vegetables and enable farmers to derive the nutritional benefits.\nIntervention Relevance to programme impact areas\nExpand distribution channel, promote brand, and capture the EV market in northern Nigeria.\nFinance asset acquisition and get returns via interests.\nAccess productive assets for income generation.\nAffordable transportation option.Access the services of the Evs\nHousing the charging stations. Clients of vehicle operators\nBackground", "query": "Evidence on farmer perceptions, behavioural barriers, and willingness-to-pay for EVs in Kaduna, Kano and Jigawa from surveys or qualitative studies conducted in the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p7::#3": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 7", "excerpt": "use basic Level 1 or Level 2 EV charging (see sidebar \n“Common EV terminology”). Most personal car \nowners in sub-Saharan Africa fit these criteria, even \nwhen factoring in time spent in traffic, as EVs are \nvery efficient in start-stop conditions. \nThe picture becomes more complex, however, for \ntaxis, minibuses, and vans that are in frequent use \nand travel long distances every day. Vehicles that \ntravel more than 100 km a day with limited stops \nwould require fairly high-cost Level 3 DC fast-\ncharging infrastructure along major routes or at \ncommercial centers. Short routes for minibuses and \nvans that park overnight at a fixed station may be \nmore suitable for early EV adoption, where a wall \ncharger can be installed with comparatively limited \ninvestment.", "query": "Examples and performance data for off-grid solar-powered charging hubs or mobile charging solutions deployed for rural EV charging in Nigeria or comparable regions in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p18::#4": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 18", "excerpt": "• EV manufacturers: Either the two and three-cycle providers or cars and buses; this \nis the core of their work. What is essential for this group is coordination and \nunderstanding advocacy. The market has significant potential for growth. That must be \nexplored through demonstration and experiential marketing. Companies such as Max \nand Jet Motors are already outliers. A partnership with Mobile Power, Bob, Oando \nClean Energy, and Sterling Bank is vital for delivery. There are several examples of \nfacility-sharing projects across Africa that can be adapted for Nigeria. The market \nexpansion must be driven by affordability. Term projections that do not drive \nprofitability will not attain good results. EV manufacturers face an uphill battle in", "query": "Examples and performance data for off-grid solar-powered charging hubs or mobile charging solutions deployed for rural EV charging in Nigeria or comparable regions in the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p4::#5": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 4", "excerpt": "Some governments in sub-Saharan Africa have \nstarted to announce electrification targets for \nvehicles and incentives for EV adoption—such as \nRwanda’s announced tax exemptions for EV sales. \nMoreover, a growing start-up ecosystem for EVs, \nfocusing particularly on electric two-wheelers, is \nemerging in the region. McKinsey estimates that as \nof the end of 2021, there were more than 20 start-\nups in the ecosystem, which combined raised over \n$25 million in funding that year.4 \nWhile momentum is building, sub-Saharan Africa \nfaces some unique challenges in its electric mobility \ntransition, including, in some cases, unreliable \nelectricity supply, low vehicle affordability, and the \ndominance of used vehicles. Many countries have \nmade significant strides toward improving electricity", "query": "Examples and performance data for off-grid solar-powered charging hubs or mobile charging solutions deployed for rural EV charging in Nigeria or comparable regions in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p14::#1": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 14", "excerpt": "emissions and environmental consequences of this. Partnership with the state government to \nreduce this can be through e-mobility partnerships. That will bring down emissions significantly \nas well as increase the ability to tax that sector more effectively through effective monitoring \nand registration. Kaduna State plagued with banditry , will also benefit from an e -mobility \npartnership through a tracking process that can be introduced through hire purchase schemes \nthat reduce the cost of upfront purchases . That will necessitate a policy enactment phasing \nout ICE vehicles whilst ensuring that retail outlets that sell ICE vehicles are part of the new \nscheme. \n \nJigawa has significant investments in farming and has an underdeveloped free economic trade", "query": "Recent changes in national or state-level policy, subsidies, import duties or incentives for EVs affecting Kaduna/Kano/Jigawa enacted or effective in the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p10::#3": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 10", "excerpt": "commitments and the benefits of EV’s lower \noperating costs. Given the existing momentum \nin the electric two-wheeler segment, this \nsegment is expected to grow dramatically, in \nline with the trend in Asia, given favorable \nTCO and high fleet turnover. This scenario \nalso factors in the current electricity reliability \nissues in each country (for example, in Nigeria, \nlow reliability means lower adoption rates) \nbut assumes that investments will continue to \nimprove reliability over time.\n• Accelerated case scenario, with EV market \nactively shaped by stakeholders. Under \nthis scenario, multiple interventions lead \nto accelerated adoption. For example, \ngovernments put in place regulations and \nincentives to encourage adoption, such as \nthose seen in other countries, including ICE", "query": "Recent changes in national or state-level policy, subsidies, import duties or incentives for EVs affecting Kaduna/Kano/Jigawa enacted or effective in the last 2 quarters" }, "M3a_PEA Report on E-mobility.pdf::p7::#4": { "pilot": "electrical_vehicles_evs", "source_file": "M3a_PEA Report on E-mobility.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/M3a_PEA Report on E-mobility.pdf", "location": "page 7", "excerpt": "There is also no widespread financing for electric vehicles locally. These challenges \ncan be overcome. This will be discussed later in the paper. \n• Infrastructure and Capacity Challenges: There is a lack of infrastructure to support \nEV charging. There have been some developments, but not at the scale necessary to \nsupport significant investments in the sector. Underpinning this is also a lack of \ncapacity to support its development. \n• Grid reliability and Electricity Access: Recently, the Federal Government of Nigeria \nattempted to decentralise power supply through amendments to the Electricity Act. \nThis was part of interventions to improve access to power. The National Electricity \nRegulation Commission also classified supply into different bands based on the", "query": "Recent changes in national or state-level policy, subsidies, import duties or incentives for EVs affecting Kaduna/Kano/Jigawa enacted or effective in the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p12::#1": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 12", "excerpt": "including competition with alternative fuels (see \nsidebar “Alternative fuels”). One critical unknown is \nhow long batteries will last and whether they will be \nsuitable for the 300,000 km lifetime mileage often \nseen in Africa. Two test cases of the Tesla Model S \nand Nissan Leaf have shown these vehicles going \nover 150,000 km with at least 80 percent of the \noriginal battery capacity retained.14 Based on these \nresults and the ongoing investments in battery \ntechnology, this analysis assumes that batteries will \nindeed last for many miles. We further assume that \nused EVs will follow similar depreciation curves and \nexport trends as seen for ICE vehicles. For example, \ncountries will not seek to retain used EVs in their \nhome markets to recycle batteries, as the value", "query": "Battery performance, degradation rates, and real-world range for e-trike/e-van batteries under typical farm-to-market duty cycles in Northern Nigeria over the last 2 quarters" }, "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf::p8::#3": { "pilot": "electrical_vehicles_evs", "source_file": "Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/Accelerating-the-electric-transport-transition-in-sub-Saharan-Africa_Final2.pdf", "location": "page 8", "excerpt": "in a higher average distance traveled per vehicle, \nwhich improves the TCO of the electric two-wheeler \nversus the ICE two-wheeler. This also results in a \nfairly high fleet turnover, with an urban owner in \nKenya and Nigeria purchasing a new two-wheeler \nevery two to three years, on average. And because \nelectric two-wheelers have a small battery, they can \nbe charged via a mini-grid, making them suitable \nfor use in locations with low access to reliable \nelectricity-grid infrastructure. They can also benefit \nfrom a battery-swap model, in which a depleted \nbattery is replaced with a fully charged battery from \na designated “swap station” in just a few minutes. \nThese factors strengthen the case for more \nwidespread adoption of electric two-wheelers in", "query": "Battery performance, degradation rates, and real-world range for e-trike/e-van batteries under typical farm-to-market duty cycles in Northern Nigeria over the last 2 quarters" }, "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf::p4::#4": { "pilot": "electrical_vehicles_evs", "source_file": "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "location": "page 4", "excerpt": "SOLAR APPLIANCE TECHNOLOGY BRIEF: E-MOBILITY | JULY 2021 4\ncompared to more than 200 parts for a petrol engine,7 reducing \nmaintenance costs. More information on this technology can \nbe found in the PM Motors Technology Brief. \nState of Play \nThe cost and performance of e-mobility technology is affected \nby the battery market. Vehicle specifications for emerging \ntechnologies in Sub-Saharan Africa are sparse. However, \nspecifications from the Indian micro e-mobility market are more \nreadily available (Table 1).\nThe battery pack currently comprises almost 40% of the cost \nof an electric vehicle, as advancements in battery technology \nhave not yet reached market maturity.8 Low-cost lithium-ion \n(Li-on) batteries are projected to dominate micro e-mobility", "query": "Battery performance, degradation rates, and real-world range for e-trike/e-van batteries under typical farm-to-market duty cycles in Northern Nigeria over the last 2 quarters" }, "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf::p5::#5": { "pilot": "electrical_vehicles_evs", "source_file": "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "location": "page 5", "excerpt": "support, use cases and demographics. Other Asian countries \n(excluding China) have demonstrated uptake of e-2w and \ne-3w, but have faced barriers in performance, where the units \ndeployed have been low quality, using lead-acid batteries and \nlow-powered motors.20 The most activity is seen in East-African \nurban markets, with more ride-hailing companies offering \nelectric fleets.21 Rural Sub-Saharan Africa is still far behind. To \nsuccessfully address core barriers, reliable energy access and \nlonger travel distances, a deeper understanding of rural use \ncases is needed. Falling battery prices combined with more \ngovernment support and private investment can help bring Li-\non based mobility solutions to the market. A focus on consumer", "query": "Battery performance, degradation rates, and real-world range for e-trike/e-van batteries under typical farm-to-market duty cycles in Northern Nigeria over the last 2 quarters" }, "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf::p7::#6": { "pilot": "electrical_vehicles_evs", "source_file": "EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "source_path": "/Users/olusojiapampa/Library/Mobile Documents/com~apple~CloudDocs/Documents/Proposals/PropCom/PropCom+/propcom-rrca/data/corpus/30_intervention_C_electrical_vehicles_evs/EforA_Solar_Appliance_Technology_Brief_EMobility_July2021.pdf", "location": "page 7", "excerpt": "motors with batteries and charging to fisher-people on the shores of Lake Victoria, Kenya. The batteries are charged during the day at \ntheir hubs using solar energy and then transported back to the shore, ready for night-time fishing.50 Users have seen their operational \ncosts reduce by 25% compared to when they were using petrol and diesel-engine boats.51\nCHARGING-AS- A-SERVICE\nBusiness Model\nBOX 1\n46. Parveen Kumar et al., Battery Swapping: An Alternative Fast Re-fueling Option for E-2Ws and E-3Ws in India. (WRI India, 2021)\n47. I d.\n48. Techcabal, Electric mobility in Africa could be the next big thing for global investors. (2021), \n49. Efficiency for Access, Research and Development Fund Project Spotlight, Powerhive Inc UK (2020)", "query": "Battery performance, degradation rates, and real-world range for e-trike/e-van batteries under typical farm-to-market duty cycles in Northern Nigeria over the last 2 quarters" } }