ZEC – ZERO EMISSION CITY ELECTRIC MOBILITY PLAN FOR THE CITY OF PARMA

2011 – 2015 Presentation of the Project

Carlo Iacovini GreenValue

Document Contents

  Characteristics of the ZEC project   Objectives of the ZEC model   Management model   Mobility requirements: types

- electric car sharing - company fleets - private individuals

  Charging infrastructures   Developing the network   Strategy   Location   Distribution of the charging network   Promoting the project   Developing the project   Economics   Consequences

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Characteristics of the ZEC project

The aim of the ZEC project is to put an electric mobility system into practice, with potential for involving all the factors that will constitute the key features of the city’s future. This will involve recreating the global scenario of electric mobility on a smaller scale by matching the different transport users (private individuals, companies, public fleets, car sharing and commercial services) with vehicles (already included in its lists, or which will be in the future) which have characteristics that meet the requirements.

The project requires that the Council support an electric business model

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Objectives of the Zec project

Supporting the transition towards electric mobility in cities

Creating a model for the application of electric mobility which acts as an international benchmark

Experimenting with the application of electric mobility in public transportation in the short term

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The management model 1/3

Through the implementing party and industrial partnerships, the Local Authority is responsible for:

1.  Planning and building the charging network which shall use electricity from renewable sources, so that a truly zero emission closed cycle is created. (with 300 charging stations distributed throughout the urban area)

2.  Getting mobility operators involved along with the hubs that tend to generate traffic, to identify the market demand for electric vehicles, public and private alike; having the first 100 users by 2012

3.  Encouraging private users to make use of electric vehicles (both by purchasing and renting them);

4.  Buying (or acquiring use of) a fleet of electric vehicles from the various manufacturers so they can be supplied on a rental basis (or purchased or provided on a lease without charge) to the first users (representing the various types of user target). All of which will be run by a local fleet manager; 100 vechicles by 2012.

5.  Encourage mobility using electric vehicles;

6.  Promote social awareness and stimulate new individual habits.

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The management model 2/3

Using these considerations as a starting point, based on the study carried out on mobility flows and in keeping with the average parameters of market potential, it is estimated that there will be:

To reach this objective, a service will be activated for providing a fleet of the vehicles available on the market, on a rental or lease without charge basis.

The managing party shall centralise management through a framework agreement drafted with vehicle manufacturers. In doing so it will create a variety of proposals for the various urban users (private individuals, citizens, public companies and public services).

900 electric vehicles in circulation

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The management model 3/3

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Electric vehicle manufactures -

Unrae

Utility

Charging infrastructure

City council

• Local authorities • Part-owned companies

Public fleets

• Selected individuals with a garage

• Individuals selected with competition for residents in certain areas

Citizens

• Company fleet businesses

• Private companies with charging network avalability

• Shopping centres

Private companies

Mobility requirements: types

Electric Car Sharing

Company fleets

Private individuals

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Electric Car Sharing

Part of the fleet of vehicles will be incorporated into the Infomobility service. Some vehicles, in particular a type of micro-vehicle for individual use or maximum two-seater, will be included in the fleet and placed at the disposal of two types of need:

Demand for support for external suburban areas.

These are suburban neighbourhoolds lacking in flexible or frequent services, and accordingly are particularly susceptible to private mobility

Short-distance demand, typically required by citizens or “city users” in the historic centre

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Company fleets

Part of the electric vehicles will be loaned to local companies so they may be used for their own company mobility for company car sharing purposes, or as proper companies cars. Companies must contribute towards the costs of running the vehicle by equipping themselves with the necessary infrastructures and identifying the transportation services which the vehicles are to be used for.

Private companies

•  Companies may work with the network of mobility managers to include in the fleet vehicles for using on home-to-office journeys or other services

Public companies

•  Public companies may use electric vehicles both for their own mobility and for any services to be provided to the public

Shopping centres

• This specific target will serve a variety of purposes. On the one hand it will make it possible to charge the private vehicles of users reaching the car park. On the other it may make use of vehicles for its own purposes (those of the shops within the shopping centre)

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Private Individuals

Part of the fleet will be destined to private citizens or the self employed, who will be able to use the vehicles for private and working purposes. There are plans to launch a competition for selecting the citizens involved, who will need to meet certain characteristics:

They must be in possession of a dedicated car parking space where a charging station can be constructed, ideally under cover

They must have sufficient funds to cover the cost of managing the long-term rental service (or possibly to purchase the vehicle).

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Partners of the projects

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http://www.parmanetwork.it/zec/veicoli.html 13

The web site to choose your vehicle

Charging infrastructures The spread of electric vehicles in the city must go hand-in-hand with the creation of a

strategy for infrastructures that charge the vehicles. In order to lay the foundations for developing a charging network, it is necessary to draft a specific programme in keeping with incentives for the demand for the electric vehicles stipulated in the plan.

The infrastructures must be compatible with different vehicles, produced by different car and motorcycle industries available on the market when the plan

comes to being implemented

The number of infrastructures must be such that there are enough for reaching the objectives

given in the plan. The ratio between the number of charging stations and the number

of vehicles must be high, to increase confidence in electric vehicles.

When choosing the charging infrastructures, care must be taken to ensure that the system’s safety requisites are met, as well as ensuring it

is accessible and easy to use;

When choosing the location of the charging infrastructures, it will be necessary to weigh up needs for space for operating electric vehicles

as opposed to the already critical space requirements for internal combustion vehicles

Influencing factors according to type and

location of infrastructures

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Developing the network

The programme for developing the

network must answer two questions:

1) Identifying the points of origin, namely by

answering the question: where do owners or users of an electric

vehicle live?

2) Identifying the destination points,

namely by answering the question: where do

owners or users of an electric vehicle go?

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Strategy

The strategy follows two lines, according to

the type of infrastructure

Private (or restricted) infrastructure: of the slow charging type, this will be linked to the purchase of an electric vehicle and will be located in the garage (or private parking space) of the owner or, in the case of a fleet,

the vehicle’s user

Public charging infrastructure: the rest of the charging network will be made up of fast charging stations located in public and company car

parks, municipal roads, shopping centres and modal interchanging stations. Fast charging will only be considered during the second phase of the project,

taking account of technological developments.

In both cases, the electricity needed to charge the vehicles

will come from renewable sources, this being essential for

pursuing the goal of a complete cycle with zero emissions

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Location

The following elements have been taken into account with regard to the location of the

charging infrastructures

Characteristics of the local area

Figures for traffic entering and

leaving the city

Hubs (railway station,

institutions, etc..) Residential

car parks

Park-and-ride car parks

Multi-modal platforms

Car sharing areas

Companies and Mobility Managers

Natural shopping centres

Public parks

Historical centre and 30

kph areas

Neighbourhoods with low demand

Private apartment

block car parks

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Location 2/2

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In detail then, the location of the charging stations provides balanced coverage of a large part of the area, starting from the

outer ring, at the park-and-ride car parks, along the main roads leading to the city centre, near the most densely inhabited areas in small peripheral car parks, in car parks in structures located near the last ring surrounding the historical centre, within the historic centre itself which is both the starting point and destination of the most frequently made journeys, thereby satisfying the possibility to access all the hubs that attract large numbers of people

Distribution of the charging network 19

Loca%on   Total  sta%ons   Phase  1   Phase  2  

Park-­‐and-­‐ride  car  parks   8   4   4  

Suburban  car  parks   16   8   8  

Structural  car  parks   12   6   6  Natural  shopping  centres   18   6   12  Shopping  centres-­‐  Supermarkets  

Centro  Torri   1   1  

Euro  Torri   1   1  

Ikea   1   1  Panorama   1   1  

Barilla  Center   6   3   3  

Esselunga   2   2  Cinecity  (mulEplex  cinema)   3   3  Airport   4   2   2  MulE-­‐modal  plaJorms   14   7   7  Companies  with  mobility  manager   30   10   20  Public  organisaEons  Council  (DUC  and  Town  Council)   4   4  Hospital   4   2   2  University  (Campus  and  rectory)   12   4   8  

Sports  faciliEes   15   7   8  

Car  sharing  service  points   7   7  Railway  staEon   5   5  Public  parks   8   2   6  

Neighbourhoods  (30  kph  areas  of  Lubiana  and  Montanara)  

8   2   6  

Neighbourhoods  with  low  demand   20   2   18  Private  individuals   100   20   80  

TOTAL   300   100   200  

Promoting the Project

Support for putting the project into practice will take two forms

Operations for promoting awareness and usage of the service

Advertising campaign Co-marketing with all the parties involved in the project

CRM campaign for individual users

Operations for promoting mobility with electric vehicles

No limits to circulation No limitations for accessing the historic centre (first phase)

Reduction of parking tariffs or making them free of charge

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Developing the project

•  Definitive and executive planning of the service and local business model

•  Constructing the real demand for mobility and carefully defining the targets and first users

•  Defining the services offered and stipulating agreements with car industry operators

•  Creating the charging infrastructure based on the real demand in the first phase

•  Launching the service through a marketing and advertising campaign for the new product

First phase

18 months

•  Growth in demand •  Making the services

offered fully operational with the marketing of new products by industry

•  Expansion of the charging network and resultant increase in the number of private and corporate users.

Second Phase

(5 years)

The second phase involves consolidating the start up and development towards three basic lines

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The economics of the project 1/2

The overall investment to be made over the 5-year period is just over

€ 9 million.

In the first phase of the start up, an investment of €1,916,000 is planned (almost all of which is planned on a capital account basis).

Subsequently in the second phase (up until full operativity is reached), the investment will be a little over €7 million.

Once the project is underway, the operational service will involve running costs of €500/700 thousand per year, including maintenance and promotional activities.

The managements costs include sub-headings for the running of the service. The calculations made, however, exclude amounts for electricity consumption. During the executive phase of the project, links with the multi-utility IREN (or any other energy suppliers) must be defined, along with the relevant costs resulting from forecasted estimates for running distances and charging.

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The economics of the project 2/2

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ZEC  Zero  Emission  City  INVESTMENTS  AND  RUNNING  COSTS  

Type  of  expense   Detail   Amount  1  Planning  phase   €90,000.00  2  Charging  infrastructure   €2,400,000.00  

1st  phase  Slow  charging  system-­‐  phase  1  staEons   €300,000.00  

AddiEonal  charges  –  phase  1   €500,000.00  

3  Organising  and  Start  up  of  the  service-­‐  1st  phase   €  426,000.00  

4  SupporEng  demand  for  electric  mobility   €  4,200,000.00  

1st  phase  

ContribuEons  for  purchasing  iniEal  public  fleet  

€240,000.00  

IncenEves  for  business  and  organisaEons  on  rental  basis  

€240,000.00  

IncenEves  for  private  individuals  for  purchasing  or  rental  basis  

€  120,000.00  

5  Management  costs-­‐  2nd  phase  2012-­‐2015   €  1,980,000.00  

Total  phase  1   €  1,916,000.00  Total  phase  2   €  7,180,000.00  Project  Total     €  9,096,000.00  

Benefits of the project 1/2

In this project, it was decided to assume the value indicated in the Stern Review, 2006 of 75 euro per tonne for the SCC index. With regard to atmospheric pollutants, the following were considered: sulphur dioxide (SO2), nitrous oxides (NOX), ultrafine particles (PM2.5 and PM10 particles with a diameter of less than 2.5 or 10 microns), carbon monoxide (CO) and volatile organic compounds (VOCs). Financial costs linked with atmospheric pollution (ultrafine particles, sulphur oxides and carbon dioxide etc…) have been calculated adopting those of the INFRAS – IWW study, Externals costs of transport (2004), this being a source accredited by the European Community.

To sum up, the average cost values used for the estimate are as follows:

  pollutants: 1.27 Euro cents/passenger per km;

  climate altering emissions: (CO2): 0.94 Euro cents/passenger per km,

  noise: 0.52 Euro cents/passenger per km.

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Benefits of the project 2/2

Taking the following calculation hypothesis into consideration:

1) 900 electric vehicles, replacing as many vehicles with an internal combustion engine;

2) Use of renewable energy to recharge the batteries;

3) An average vehicle occupation of 1 passenger;

4) An average distance covered of 12,500 kilometres per year

When fully operational, we obtain a value of over 250,000 Euro a year saved by adopting a fleet of 900 electric vehicles charged using energy from renewable sources. This amount is equal to the annual management costs stipulated in the plan.

In particular, attention must be focused on the environmental aspect, which when fully operational will make it possible to cut annual CO2 emissions from vehicle traffic by 1,600 tonnes, as well as those from other pollutants, not to mention those that are harder to quantify such as ultrafine particles, sulphur oxides, carbon monoxide and volatile organic compounds.

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Thank you for your attention

ZEC Zero Emission City Project Manager: Carlo Iacovini c.iacovini@greenvalue.it