Promotion of Electric Mobility by Anchoring It in Municipal Mobility Strategies Established Conceptual Approaches and a Detailed Collection of Goals and Measures

Promotion of Electric Mobility by Anchoring it in Municipal Mobility Strategies Established Conceptual Approaches and A Detailed Collection of Goals And Measures

Stuttgart, 2019

Note

For reasons of better readability, the feminine grammatical forms are not mentioned separately. Nonetheless, all gender identities are always meant, with the exception of cases in which this is specifically pointed out or where certain people are involved.

Preamble Local electromobility funding program

The basis for funding in the local electromobility funding program is the electromobility funding guideline of June 9, 2015 (with an amendment of December 5, 2017) of the Federal Ministry of Transport and Digital Infrastructure (BMVI). The guideline is aimed at municipalities and commercial companies that are part of an electric mobility concept. These, are supported by the BMVI in the procurement of electric vehicles and the necessary charging infrastructure. With recurring calls for funding, the procurement of electric vehicles and charging options for municipal fleets, the development of publicly accessible charging infrastructure and the creation of municipal electro-mobility concepts are funded on the basis of the Electro-mobility Funding Guideline (cf. BMVI, no.)

Accompanying scientific research

In addition to project funding, the local electromobility funding program also includes cross-project scientific accompanying research. Their topics and objectives cover a broad spectrum. The accompanying research brings together the results of the individual projects in the regions and ensures the exchange of experience between the actors involved. This accompanying research is coordinated by NOW GmbH and is organized in four subject areas: • Innovative drives and vehicles, • Infrastructure, • Framework and market and • Connected Mobility.

This brochure appears in the context of the topic of networked mobility, in which communal processes are identified and described that are relevant for strategy development, implementation and perpetuation of electromobility topics at regional/communal level. Networking is taken up in several respects: in the networking of actors, the networking of modes of transport and route chains and in the networking of the traffic and energy transition - the sector coupling.

CONTENT P a g e No . Part I: Established conceptual approaches 7

1 Introduction 8

1.1 Purpose and structure of the brochure 8

1.2 Strategic challenge of electromobility 10

1.3 Methodology 17

2 Electromobility in existing concepts 24

2.1 Traffic development plans 24

2.2 Climate protection sub-concepts mobility 26

2.3 Green City master plans 28

2.4 Comparison of the plans 29

3 Summary and conclusion 32

3.1 Recommendations for action 33

3.2 Strategy development in the context of 36 municipal framework conditions

3.3 Relevance for the market ramp-up 40

Part II: Strategy elements and catalogue of 43 measures 4 Strategy elements of electromobility 44

4.1 Component MT: Motorised traffic 46

4.2 Component PT: Local public transport 48

4.3 Component C: Cycling 50

4.4 Component IM: Intermodality 52

5 Profiles and catalogue of measures 54

5.1 Component MT: Motorised traffic 56

5.2 Component PT: Local public transport 116

5.3 Component C: Cycling 136 5.4 Component IM: Intermodality 178 6 Appendix 210 6.1 Glossary 211 6.2 Figures and Tables 213 6.3 References and 214 Bibliography Imprint 216

Part 1 Establish Conceptual Approaches

1 Introduction 1.1. Purpose and Structure of The Brochure

This brochure is aimed at employees and decision-makers in municipal offices/departments who are entrusted with strategic and planning tasks. The focus is on municipalities that see themselves - in general or in special fields of action - at the beginning of the electrification process and want to work out a global overview on the one hand and measure-specific details on the other. However, advanced municipalities can also find new ideas and take up individual aspects.

The brochure is divided into two parts. Part I (Chapters 1–3) shows how electromobility is taken up in established municipal concepts and incorporated into mobility strategies. In addition to the objective and structure of the brochure, the introductory Chapter 1 shows the relevance of the topic and explains the methodological approach

In Chapter 2, established strategic types of concept are examined and compared with regard to their previous application as planning instruments in the context of electromobility (EM). The reader should be shown which topics of electromobility are included and implemented in - often already existing - strategic structures. This includes the identification, analysis and comparison of relevant plans/concepts and the collection of the measures stipulated there.

Chapter 3 concludes the first part of the brochure by consolidating the findings from the sources analyzed and deriving the relevance of a strategic approach from this in order to move on to recommendations for action for municipalities (Chapter 3.1). A different approach than the thematic one is also shown here: The reader is given the opportunity to identify target- oriented or "feasible" measures based on relevant communal framework conditions such as the political or financial situation (Chapter 3.2). Finally, the chapter presents the relevance of the analyzed approaches for the further market ramp-up of electric mobility and refers to the current challenges here (Chapter 3.3). At this point, the brochure does not take the municipal point of view but presents overarching challenges that should serve as important background knowledge.

The analysis of Part I serves as the data basis for Part II (Chapters 4–5), which is designed as a reference work. The measures actually developed and collected in the first part are supplemented by approaches that are discussed in the accompanying research and presented in relevant publications. In this way, the broadest possible spectrum of possible courses of action should be shown.

By assigning measures to goals and sub-goals, this leads to visualizations of strategic references, which are presented in Chapter 4 in global overviews of goals and measures and - where relevant - brought into a chronological sequence. The reader should be able to quickly obtain a topic-specific overview and (further) develop mobility strategies with a focus on electromobility.

In order to offer municipalities a basis for prioritisation derived sub-goals are assessed in Chapter 5 with regard to relevant criteria. In addition, descriptions of measures also provide detailed information and tips for operational implementation - always from the point of view of local authorities.

1.2. Strategic Challenge of Electromobility

The transport sector has a share of almost 30% of final energy consumption in Germany, which results in a share of around 18% of national greenhouse gas emissions (cf. BMU 2018: 38). 38). In addition, traffic is the only sector in which the trend towards lower CO2 emissions has not yet been reversed, since increases in the efficiency of vehicle drives are offset by the steady increase in traffic and the trend towards larger and heavier cars. In 2017, CO2 emissions even exceeded the level of 1990 slightly (Figure1), which is why this is an important contribution to achieving national energy and climate protection targets.

The largest emitter (Figure 2) is by far the road traffic, consisting of cars (60.6%) and commercial vehicles/buses (35.3%). International air and shipping traffic are not the subject of this analysis (cf. BMU 2018: 39).

A look at the results of the traffic integration forecast 2030 in Figure 3 also shows a strong increase in traffic volume in the coming decade. With a focus on road transport, the greatest increases in freight transport (rail 43% and truck 19%) are forecast, but significant increases are also expected in passenger transport (rail 19% and cars 10%) (cf.NOW 2018: 3).

Against this background, the central question arises as to strategic approaches to reduce the volume of traffic and the decoupling of the emissions resulting from the volume of traffic. The classic approach to optimizing the traffic system is called avoiding - shifting - improving (see info box on p. 12).

Electromobility is moving more and more into the focus of municipal activities. The reasons for this are manifold: There are many reasons for this: on the one hand, objectives at European and national level indicate this direction, on the other hand, there is pressure to act for health and ecological reasons (reduction of exhaust gas and noise emissions that are harmful to the climate and/or health), which in the end is very prominent on municipal level through the implementation of driving bans for older diesel cars.

At the same time, the range of available electric vehicles (BEV, battery electric vehicles) is growing noticeably and is also meeting growing demand on the market. Other obstacles to a comprehensive market ramp-up of electromobility were also reduced with longer ranges, greater charging capacities.

Figure 1: Development of emissions from transport (cf. BMU 2018: 39).

181 177 100 % 166 171* 163 160 162 150 153

80 %

100 60 %

tons

20 %

Million 0 0 % 1990 1995 2000 2005 2010 2015 2016 2017 *Estimate

Figure 2: Emission Sources Transport 2016 (without CO2 from biofuels) (cf. BMU 2018: 39) 39).

60,6 % Road 35,3 % Road: Commercial vehicles

1,2 % Coastal and Island 0,9 % Other

0,6 % Diesel 1,4 % National Air

Figure 3: The federal government's traffic integration forecast for 2030 (see NOW 2018: 3).

Goods transport (tonne-kilometres) Passenger transport (passenger-kilometres) Up to 2030 Up to 2030

+ 43 + 39 + 23 + 65 + 19 + 10 % % % % % %

Train Truck Inland waterway Aircraft Rail Car transport

Avoid - Shift - Improve

Avoid: On the one hand, traffic can be avoided through planning approaches. When planning residential and commercial areas, unnecessary traffic volumes can often be avoided from the outset, for example by setting up supermarkets and full-range retailers within walking distance in the town centre. Other approaches to avoiding traffic can be, for example, in commuter traffic - albeit not in the direct sphere of influence of the municipal administration - the promotion of car pools and home office workplaces1; a weekly working day from home already represents a 20% reduction in commuter traffic.

Shift: The shift in traffic is to be understood as the switch to more sustainable means of transport, i.e. the promotion of local public transport, cycling and intermodality, i.e. the use of more than one means of transport on one route (e.g. by car to the P + R area and from there by public transport). In urban commercial traffic, too, there are increasing attempts to cover distances with smaller, purpose-appropriate means of transport such as cargo pedelecs.

Improve:

Improvement strategies are to be used for the proportion of traffic that will remain even after avoidance and shift strategies. These include electromobility as a central element, as it represents a leap in efficiency that also enables locally emission-free transport. Electromobility is of the greatest relevance in motorized vehicles, but also in commercial traffic (taxis, care services, city logistics, commercial vehicle fleets, etc.) and in local public transport, electromobility can already substitute a large proportion of vehicles and driving profiles.

Remarks: Electromobility in bicycle traffic does not represent an improvement strategy if you switch from bicycles. However, it can certainly be seen as a shift strategy, since pedelecs and e-bikes can increase the range and, if necessary, reduce the volume of traffic through MPV or relieve the burden on public transport at peak times. 1 Andreas Scheuer, Federal Minister of Transport and If the levels of avoidance and relocation are left out and the focus is Digital Infrastructure: "More mobility, with less traffic - instead exclusively on improvement, this has positive effects on air without bans", cf. quality, other motor vehicle-induced problems such as surface https://twitter.com/BMVI/ pressure in public spaces, congestion and lack of parking spaces, lack status/1094283755790000128, accessed on 02.15.2019 of exercise, infrastructure costs or trivializing walking - and cycling, however, will continue.

A denser network of public charging infrastructure and cost reductions, e.g. through federal and state subsidies or tax breaks, have been significantly reduced in the recent past.

At the same time, there are still obstacles that are also based on the communal framework, for example, in limited charging options, especially in densely built-up areas, in the lack of networks to promote corporate mobility management (CMM) and the associated electrification of commercial vehicle fleets or in a lack of information offers, etc. The advancing digitization in the mobility sector as a driver of intermodality is also linked to electric mobility.

In order to be able to meet these challenges in a coordinated manner, electromobility is increasingly finding its way into strategic municipal plans, which are usually not legally binding, but which address long-term municipal development and contain objectives. This can be seen as an indication of the perpetuation of the topic of electromobility in municipal climate protection and mobility strategies. Mobility strategies are not uniformly defined. They can be developed and implemented with different designs or priorities and using different planning instruments.

With regard to the phase of the mass market of electromobility, which is beginning in the coming years, the target definition of 1 million vehicles by 2022 was determined in the current market ramp-up2 (cf. NPE 2018: 49). 49). In addition to the Vehicle classes specified in Section 1 of the Electromobility Act (scope).

Mobility Strategies

As understood in this brochure, mobility strategies include the

definition of goals and the derivation of measures with a time horizon of 3–5 years, in exceptional cases - for topics such as urban development, far-reaching infrastructure planning, etc. - up to 10 years. They are characterized by the fact that:

– They find their way into the action-specific relevant plans (for examples see chapter 1.3), in order to be pushed forward by all relevant 2 In September 2018, the departments, time for target achievement – They take up local (spatial, social, economic) conditions, was postponed from the original 2020 to 2022; the – They show a chronological sequence of measures and goal includes everyone in – Resource planning with regard to the implementation of the measures Vehicle classes specified in Section 1 of the is carried out on this basis. Electromobility Act (scope).

The electrification of motorized individual transport and commercial traffic are also the electrification of local public transport and cycling as well as the promotion of intermodality without which municipal implementation the federal government's climate protection and emission reduction targets can hardly be achieved.

Electromobility in strategic instruments

As part of the BMVI city survey (2019) (see info box p. 14), which the Fraunhofer Institute for Systems and Innovation Research ISI with 540 German

Accompanying research on networked mobility

One focus of the accompanying research is the municipal perspective on electromobility. With the BMVI city survey (2019), the status quo in Germany's municipalities was analyzed, in "What is currently being done?" A results brochure was published for the electromobility conference on 26./ 27 March 2019(BMVI 26). This brochure is intended to provide support in finding a municipal strategy, “What still needs to be done?” and provide topic- specific implementation aspects. Municipal processes, the "How is it to be done?", are the subject of a brochure on the design of governance for the municipal implementation of electric mobility to be published in the second quarter of 2019.

Further Publications

In addition, the accompanying research is developing a brochure on the electromobility concepts that have been funded since 2015 has been The fields of action that have been developed are shown and examined for aspects of continuity, and new project examples are presented.

With the topic of sector coupling, i.e. the networking of mobility with the energy sector, a central topic of electromobility is also being dealt with, on which great hopes rest. In the future, electromobility should also become a relevant component for the energy transition. Numerous approaches are already mentioned in this brochure. Also in the 2nd quarter of 2019 a detailed review of the topic will appear.

Figure 4: Activity level in municipalities and approaches to strategic anchoring (cf. BMVI 2019)

49 % 25 % 8 % 10 % 8 % % 10 20 30 40 50 60 70 80 90 100

active, at least 1 concept active, concept planned active, no concept active, at least 1 concept inactive

Figure 5: Anchoring electromobility in strategy and planning papers (cf. BMVI 2019)

55 21 13 12 Climate protection programmes or concepts

15 32 35 18 Traffic development plan

16 23 11 50 Action plan for electromobility

14 24 39 23 Noise reduction and air pollution control plans

13 34 38 15 Integrated urban development concepts

4 21 64 11 Land use and development plan % 20 40 60 80 100

Yes, already anchored No, but planned No, not anchored anchored not available

Municipalities with more than 5,000 inhabitants, the activities of the

municipalities in the field of electromobility were recorded. The aim was to examine which fields of action are in the foreground in the municipalities and which needs exist for the further promotion of electromobility in the

municipal environment.

3 percentages relate to active municipalities that have The survey shows that 18% of the municipalities surveyed have not yet either already anchored been active in the field of electromobility (see Figure 4). A further 33% electromobility in at least one concept have already become active, but have not yet recorded any electromobility (this corresponds to “active, topics in strategic plans, although 25% provide for this. 49% of the at least 1 concept” in Figure 4) as well as to municipalities municipalities surveyed have already taken a central step towards a that will anchor strategic approach by being anchored in at least one concept. electromobility in at least one concept in the future (this corresponds to “active, The survey also examined which municipal strategy and planning papers concept planned in Figure 4); Multiple answers allowed. relevant to climate protection and mobility have already included electromobility (see Figure 5)

On the one hand, it can be seen that around half of all municipalities have not yet worked conceptually on the topic of electromobility, this particularly affects small and medium-sized municipalities. On the other hand, it has been shown that the anchoring in climate protection programs / concepts is clearly the most common in already active municipalities. Traffic development plans, noise reduction and air pollution control plans as well as integrated urban development concepts all play a comparatively large role. Action plans for electromobility are used with a similar frequency, but are currently not drawn up by 50% of all municipalities and are therefore significantly less relevant. In addition, it can be seen that electromobility will be taken up much more strongly in strategy papers in the medium term. This is also particularly the case with larger municipalities.

Although these results clearly show that municipalities currently recognize electromobility as a strategic challenge and are in some cases already tackling it, they do not allow any conclusions to be drawn about the planning depth of the conceptually prepared electromobility measures. Often, planning works only contain superficial information, such as a desired electrification quota in fleets or in local public transport, which are neither substantiated (feasibility) nor described in detail or adapted to local conditions. In Part II of this brochure, strategy elements (sequences of goals, sub-goals and measures) are shown which are intended to provide pragmatic assistance here. In addition, practical descriptions of measures reflect current development statuses and options for action and support in achieving sufficient planning depth.

1.3. Methodology

Selection of plans This brochure builds on the studies carried out in the context of previous accompanying research. In 2015, as part of the accompanying research, an instrument case for the municipal implementation of electric mobility was developed (cf. BMVI 2015). The subject of the instrument case is also the integration of the proposed actions into higher-level concepts. First, the various formal and informal types of plans and concepts are presented and then starting points for the implementation of electromobility at the operational level are defined. This brochure now examines in more depth which strategies municipalities use to support the further market ramp-up of electromobility within which planning works.

In order to be able to carry out the analysis, various municipal planning works were selected which contain measures for the implementation of electric mobility. The focus is not on the implementation in the form of statutes (e.g.

zoning plans) or specific contracts (e.g. urban development contracts), but rather informal, strategically oriented plans, as these provide a more

comprehensive and detailed overview of all measures planned by the municipalities in the area of Can give electric mobility. Criteria for the selection of these plans were

• Defined measures to support the market ramp-up of electromobility, 4 with the focus on "e) • Good comparability between the municipalities and between the climate-friendly mobility in concept types, municipalities" (funded by the municipal guidelines of the • A high degree of dissemination of the concept types and BMUB) • The presence of numerous current concepts. 5 funded by the Clean Air Immediate Program. The preparation of a master plan Based on these criteria, traffic development plans (TDP) and climate and thus the assessment of the protection sub-concepts for mobility (CPC) 4 are compared. The high NOx reduction effect of the measures contained was the relevance of these plans can already be seen in Figure 5. Since the selected prerequisite for applying for plans are informal concepts, there are often only guidelines for creation or funding in the program there are no specifications at all for structure and content. Concepts with "Digitization of communal different names can be very similar in terms of content, while concepts transport systems "(cf. BMVI 2018: Funding with the same name set different priorities. guideline "Digitization of municipal transport systems" (p. 5)) In order to be able to take up current approaches to measures, municipal master plans Green City5were also drawn upas part of the immediate Clean Air programme

Analyzed plans

Climate protection sub-concept mobility (CPC) A climate protection concept or plan Mobility considered in this brochure. The focus (CPC) is an informal instrument that is self- here is always on reducing CO2 emissions (cf. binding by a municipal decision and is usually BMVI 2015: 51). The measures established to developed by the municipality itself for the achieve the emission targets should be entire municipality. General CPC bundle implemented over a period of 10 to 15 years and climate protection-related measures and can follow the principle of sustainability (cf. BMUB be limited to a sub-area, for example to the in 2017: 4).

Transport Development Plan (TDP) The transport development plan is an informal standards there. Nevertheless, a TDP is the basis for instrument that is self-binding by a municipal funding individual projects under the Municipal decision and is usually developed for the entire Transport Financing Act (GVFG), so that many municipality by the municipality itself. The municipalities create a TDP (cf. BMVI 2015: 56 ff.). reduction of CO2 emissions is usually not a goal The plan is usually valid for 10 to 15 years. in TDP. It is a voluntary plan, for the creation of which there is no binding design

Masterplan Green City (MGC) The creation of an MGC by the municipality was A master plan is generally a higher-level, a prerequisite for funding within the framework informal concept that can contain various topics of the funding guideline “Digitization of and to which other plans can be subordinated. municipal transport systems” of the BMVI as The aim of the instrument is to enable a flexible part of the immediate clean air program. process and constant further development. However, in contrast to an air pollution control Urban planning strategies are developed and plan, the creation of an MGC was not recommendations for action are drawn up. The compulsory in the event that air pollutant limit municipality sets the priorities of a master plan values were exceeded. In the master plans, individually, which means that this type of plan measures, especially in the area of mobility, are can be limited to individual subject areas, such as laid down and analyzed with regard to their NO2 mobility or climate protection. In the past, terms reduction potential (cf. BMVI, no date). The such as framework planning, development measures are to be implemented by 2020. planning or master planning were used However, the municipal council only takes note simultaneously (cf. Städteregion Ruhr undated). of the drawing up of the plan, but does not take a The MGC is a special form of the master plan, decision. The measures are therefore not binding the aim of which is to reduce nitrogen oxide to implement. Since these are very current plans pollution in municipalities that exceed the limit which, due to their objectives, often contain value applicable throughout Europe. electromobility measures, the MGC were also included in the present elaboration.

Reports are included in the analysis, provided they had already appeared at the time of the data collection and contain electromobility measures. The electromobility concepts funded by the Federal Ministry of Transport and Digital Infrastructure since 2015 are not part of the brochure and will be the subject of a brochure entitled “Electric mobility concepts” to be published in the second quarter of 2019. The following criteria were defined for the selection of concepts with high comparability:

• Degree of detail: The measures are described in as much detail as possible. • Timeliness: The plan was not drawn up before 2014. • Geographical location of the municipality: The planning areas should be distributed across the entire federal territory. • Number of inhabitants: different sizes of municipalities should be shown.

Differentiation from other planning instruments

In principle, strategies for expanding electromobility can also be anchored within a municipality within the framework of other planning works, which, however, are less suitable for analysis.

For example, urban development concepts are also informal instruments that are self-binding by municipal decision-making and - like TDP and CPC - can affect the entire municipality or parts of it (cf. BMVI 2015: 45 ff.). However, urban development concepts cover many fields of action and therefore generally do not contain a separate focus on mobility.

Local transport plans, on the other hand, represent a formal instrument which, due to the concentration on the interests of local public transport (route layout, timing, requirements, etc.) does not meet the requirements of the present study of mapping mobility strategies across all modes of transport (cf. BMVI 2015: 62) . In addition, local transport plans include v. a. in rural areas there is often a large number of municipalities, which is why they do not take up the strategic orientation of individual municipalities.

Clean air plans are another formal instrument. In North Rhine-Westphalia, for example, these are produced by the district governments. Since they are not drawn up by the municipality itself, they can only reflect municipal strategies to a limited extent (cf. BMVI 2015: 66).

The Integrated Mobility Development Plan (IMEP) is still little known. - In Herrenberg, for example, an IMEP is currently being drawn up with public participation (see Stadt Herrenberg without year). Beyond that, however, no municipalities could be found to be preparing an IMEP.

Sustainable Urban Mobility Plans (SUMP) can be seen as a special variant of the TDP. It is an instrument introduced by the EU to strategically analyse and meet the mobility needs of people, particularly in urban and peri-urban areas. Central to the preparation of a SUMP are planning integration, citizen participation and regular evaluation (cf. Wefering et al. 2013: 8). So far, however, TDPs are the much more widespread type of concept in Germany, which is why SUMPs were excluded from the survey.

Analytical method

In addition to the CPC, TDP and MGC plans, electric mobility measures from the relevant literature were also listed as a supplement to municipal strategies. In addition, all measures from the brochure "Handlungsleitfaden Elektromobilität in Kommunen" (Guide to Action on Electric Mobility in Municipalities), which had already been published as part of earlier accompanying research, and all electric mobility measures from the municipal study "Mobilitätswandel vor Ort - Elektrifizierung und Digitalisierung der Mobilität in Städten und Gemeinden in Baden- Württemberg" (Mobility Change on Site - Electrification and Digitisation of Mobility in Towns and Municipalities in Baden-Württemberg), which only appeared in 2018, were included in the analysis. These are abbreviated in the following chapters as a common data source with LIT for literature.

2,281 measures from 25 different CPCs and 10 different TDPs were collected and analysed, resulting in 149 electric mobility measures. The other sources were used to analyse measures that had not already emerged from TDP or CPC. Table 1 provides a detailed overview.

As Table 2 shows, the TDPs studied are increasingly produced in medium- sized towns with a tendency towards large cities. Current TDPs from small towns or in rural areas could hardly be identified. CPCs, on the other hand, are created in all sizes of municipalities, although here too there is a trend towards medium-sized towns.

Table 1: Number of measures analysed per plan/study

Source Number... Share…

identified analysed Measures EM EM concepts concepts measures measures

Basic data sources

Climate - protection 42 25 956 109 11,4 % sub-concepts (CPC)a

Transport development 61 10 1.325 40 3,0 % plans (TDP) Supplementary data sources

Masterplans Green 15 8 23 23 City (MGC)

Action guide "Electric mobility 1 65 65 in municipalities" (LIT) nur EM betrachtet Municipal study 1 30 30 "Local Mobility Change" (LIT)

Derivation of further measures (new) 29 29

Total number of individual measures 2.445 307

Measures (consolidated) incl. multiple answers 183

Measures (consolidated) excl. multiple answers 149

a Of the 42 CPC identified, 25 were analysed in detail. networked mobility were evaluated. On the other hand, a Thereafter, no further EM measures could be identified in the consolidation was carried out with regard to Chapter 3 if the data CPCs not yet investigated within the framework of random basis resulted in clearly inconsistent sequences of measures (e.g. sampling. due to different levels of detail). b Of the 61 TDP identified, 10 were analysed in detail. 43 f 22 measures were included in 2 components - if necessary TDPs were published before 2014, so there was insufficient with correspondingly adapted contents. In addition, three timeliness. After evaluation of 10 TDPs, no further EM measures are assigned to three modules and with the "inclusion measures could be identified in the TDPs not yet investigated of the EM in new buildings" and the "implementation of target within the framework of random sampling. group-specific image campaigns", two measures can even be c Of the 15 MGCs identified, 8 were evaluated. The evaluation found in all four modules. This approach was chosen in order to was limited to the analysis of EM measures that had not yet give readers as comprehensive a picture as possible of the emerged from CPC and TDP. possibilities for action even within individual modules. d The study "Local Mobility Change - electrification and g Measures were only counted as electric mobility measures if digitisation of mobility in cities and municipalities in Ba- den- elements of electrification were explicitly mentioned. For Württemberg" was published in 2018 and is not part of the example, the installation of mobility stations alone, without the accompanying research. It was included in the data analysis presence of CI, an e-car sharing station or a possibility to park because of its timeliness. pedelecs safely, was not counted as an electric mobility measure. e The derivation of further measures took place on the one hand by using the workshop protocols of the ongoing accompanying research on the development of

In the context of aggregating the collected measures, it is important to create a structure that makes sense from a municipal perspective. It should enable the reader to derive quickly both from the point of view of the means of transport and from the point of view of responsibilities and the 6 Foot fall could also be deduced from the measures. administrative structure as well as to find details of a general As this is not relevant for understanding. The basic structure therefore consists of 4 building blocks: electrification, it is not considered in this brochure. 7 Heavy goods traffic is not found in the sources studied • Motorised transport (MT), which includes both individual motorised and was therefore not transport (cars, light commercial vehicles) and commercial transport included in the analysis. 8 Electric mobility often (including city logistics7 ). refers to the contents of the • Local public transport (PT), which focuses mainly on E-buses; rail MT and public transport modules. As measures for transport is not currently considered. electrified wheel transport are • Cycling (C), which is limited as far as possible to electric mobility, but the most frequently mentioned in both the TDP which also includes more general measures to strengthen cycling.8 and the CPC (total listings • Intermodality (IM), as a cross-cutting issue and in the course of including doubles, (see Chapter 2.1 and 2.2), is in line digitisation, is constantly gaining in importance and confronts local with the municipal planning authorities with completely new challenges. reality with the inclusion of the building block.

The criterion for assigning a measure to a component is always where it has the greatest influence on increasing the electrification rate. Where a

Table 2: Distribution of the examined plans TDP/CPC among sizes of municipalities

Category Population size TDP CPC

Rural town/community <5.000 0 0 % 1 4 %

Small town 5.000 – <10.000 1 10 % 1 4 %

Large town 10.000 – <20.000 0 0 % 5 20 %

Small medium-sized town 20.000 – <50.000 6 60 % 8 32 %

Large medium-sized town 50.000 – <100.000 1 10 % 5 20 %

Smaller city 100.000 – <500.000 1 10 % 5 20 %

Large city 500.00 1 10 % 0 0 % 0 Total 10 100 % 25 100 % a categories according to BBSR: https://www.bbsr.bund.de/BBSR/DE/Raumbeobachtung/Raumabgrenzungen/StadtGemeindetyp/StadtGemeindetyp_node.html

If prioritisation is not possible or does not make sense, measures are assigned to several modules in order to provide the reader with as comprehensive a picture as possible of the module of interest to him.

As a meaningful structuring of the measures within the components, they were assigned to sub-objectives, which in turn serve to achieve objectives. Figure 6 shows how the 183 measures, 71 sub-objectives and 26 objectives are distributed among the four components.

Figure 6: Number of objectives, sub-objectives and measures per component

70 70

50 48 40 42

24 23 20 21

13 10 11 8 7 6 5 Number 0 Component MT PT C IM

Goals Subgoals Measures

2 Electromobility in existing concepts

As Table 1 already shows, electromobility is taken up by both the CPC and the TDPs studied, albeit to different degrees. Nevertheless, there are great differences in the functions that both types of concept take on with regard to the anchoring of electric mobility measures. In order to be able to present these functions differentiated from each other, the analysed CPC and TDP will be compared in this chapter.

Reference is repeatedly made to objectives or sub-objectives, the derivation of which is described in the previous Chapter 1.3. The figures in Chapter 4 provide global overviews of these combinations of components, goals, subgoals and measures. A comparison with these visualisations is recommended when reading the following explanations.

2.1 Traffic development plans In the evaluated TDPs, the component C (739 measures) comprises most of the measures. This is followed by the component MT with 568 measures. The TDPs also devote a great deal of attention to foot traffic (445 measures) and public transport (383 measures). In addition, the creation/promotion of sharing offers (82 measures) and electric mobility (40 measures) are less strongly represented.

The measures of the TDP are largely classified by means of transport. This also applies to the EM measures. A total of 1,325 measures were defined within the TDPs analysed (40 EM measures correspond to 3%), so EM measures only form a very small proportion of the total measures. Of the eight concepts containing EM measures, only two concepts list electric mobility as a separate field of action.

The measures dealing with aspects of electromobility can be well grouped in the sifted TDPs, as they are largely similar in content. The EM measures listed often deal with the establishment and expansion of charging infrastructure in public spaces (17.5 % of EM measures). In the cycling sector, measures are often found to set up new or supplement existing bike- sharing systems with pedelecs (10%) or to expand charging infrastructure for pedelecs (7.5%). Several plans propose making pedelecs available as service bikes (5%).

Another topic that has been addressed several times is the development of e-city logistics (10% Here the measures differ within the concepts but somewhat stronger. They range from the development of a city centre concept to the promotion of e-business traffic and the optimisation of city centre logistics through the use of (e-)loadcarrying vehicles (individual references). The electrification of city buses (7.5%), the establishment of mobility stations (5%), the introduction of parking discounts for electric vehicles (5%) or the inclusion of (e-)car sharing in the urban vehicle fleet (5%) were also mentioned as measures in several TDPs.

Goals that do not occur in TDP

In contrast, there are numerous goals to which no measures from the TDPs could be assigned. In the IM module, these are the goals "Digital Networking" (IM-1) and "Information and Activation" (IM-3), while the MT module lacks the goals "Promotion of E-carsharing" (MT-5) and "Integration of EM in Urban Planning" (MT-2).

In the public transport module, the objectives "Organisational anchoring" (PT-1), "Information and Activation" (Public Transport-2), "Development of CI" (Public Transport-3), again he measures "Integration of EM in urban planning" (PT-5) and "Electrification of public transport" (PT-6) are not assigned to any measures. Here it becomes clear that TDPs are obviously not a suitable planning instrument for the electrification of public transport.

Only in the goals "Integration of EM in urban planning" (C-2), "Electrification of VF" (C-4) and "Information and activation" (C-8) could no measures originating from TDP be assigned to the C component.

A striking feature is the low level of consideration given to the integration of electric mobility in urban planning in all the building components of the TDP.

2.2 Climate protection sub-concepts mobility

As in the case of TDP, most of the measures of the evaluated CPC can be assigned to the component C (409 measures), followed by measures on MT (262) and public transport (161). In addition, the CPCs evaluated deal with measures concerning foot traffic (175), sharing services (113) and electromobility measures (109).

A total of 956 measures were evaluated, 109 electric mobility measures account for 11.4% of the total measures.

In the majority of the concepts, the measures are arranged according to means of transport, which then always runs through the entire plan. The measures that include aspects of electromobility are assigned to different fields of action in the evaluated CPC and are not presented in a coherent way; electromobility is therefore not considered strategically. It is therefore not possible to establish a link between EM measures. In addition, CPC often only take up one to three EM measures, which also does not describe a strategic approach.

The EM measures can also only be roughly summarised due to a high degree of heterogeneity in the depth of planning. The development of mobility management (18.3% of EM measures) is often addressed. On the one hand, this includes municipal measures such as the promotion and purchase of pedelecs, the introduction of a job ticket, the offer of mobility counselling and the opening of the municipal vehicle fleet - both for private individuals and companies.

Several concepts deal with the establishment or expansion of bicycle rental systems with pedelecs (6.4%), the establishment of bicycle parking facilities combined with charging infrastructure for pedelecs (6.4%) and the promotion of pedelecs for tourist offers (3.7%). Furthermore, CPC addresses both the expansion or at least the examination of multimodal nodes (expansion of sharing at nodes, 8.3%) and the creation of information services on electromobility (7.3%). Other relevant issues are the establishment and expansion of loading infrastructure for BEVs (7.3%), the conversion of public transport (bus and rail) to alternative propulsion systems (7.3%) and the designation of parking areas that are for E-vehicles (5.5%). In addition, both the expansion of e-car sharing services (2.8%) and the introduction of a courier and delivery service with (e-)cargo bikes and e- vehicles (2.8%) are mentioned.

Goals that do not occur in CPC

Of the CPCs examined, only two objectives could not be assigned to any measures: the objective "integration of EM into urban planning" in both the MT (MT-2) and the PT (PT-5) components. Here it becomes apparent that only the classification of EM measures in urban planning plays a subordinate role, but CPC are obviously suitable for a very broad strategic approach or are used for such an approach.

2.3 Green City master plans

The majority of the Green City Master Plans (MGC) were not completed at the time of the analysis. However, the expected high timeliness of MGC should be taken into account, which is why the MGCs already published at the time of writing were searched for those EM measures that had not already emerged from the sources mentioned above. A total of 15 publicly accessible MGCs were analysed. From 8 Green City master plans, 23 additional EM measures were taken.

In all 8 MGCs examined, the measure "Electrification of taxis" was visible (IM-5-3-2), which did not previously occur in TDP or CPC. The measure "Procurement of supply and disposal vehicles" (MT-3-2-7) occurred twice. Three concepts listed the measure "Development of micro- depots" (MT-4-2-1). The "Implementation of pilot projects" (PT-1-1-1) in public transport was mentioned twice.

Overall, it is noticeable that one focus of the new measures from the MGCs is on commercial transport, which is hardly addressed in the TDP and CPC.

2.4 Comparison of the plans

As only 3% of all TDP measures deal with electromobility, compared to 11.4% in the CPC, there is already a tendency with regard to the relevance of electromobility in the two plans.

Figure 7 also compares the role of electromobility in the TDP and CPC on a module-specific basis. Within the TDP, electromobility measures in cycle traffic (C) (42.5 %) and motorised traffic (MT) (42.5%) were treated equally. Underrepresented are measures on intermodality (IM) (7.5%) and public transport (7.5%). In CPC, too, measures in the modules C (38.6%) and MT (34.2%) are the main focus. However, with 19.3% of all measures, the IM component is more relevant in CPC than in TDP. As in the CDPs, public transport is addressed in only 7.9% of all measures in CSC. It should be noted here that measures within modules usually also have an impact on other modules. A good example of this is the installation of weatherproof wheel parking facilities at bus stops, which has a strengthening effect on the modules C, PT and IM.

Figure 7: Share of EM measures per building block in CPC and TDP

34,2 7,9 38,6 19,3 CPC n =114*

42,5 7,5 42,5 7,5 TDP n = 40* % 20 40 60 80 100 MT PT C IM *Multiple answers possible

Also of interest are those sub-goals which have resulted from research in additional sources (MGC and LIT) but do not occur in TDP and/or CPC.

Sub-goals not included in TDP and CPC

The sub-goals "inclusion in neighborhood planning", which occur in the modules IM and MT (IM-2-3, MT-2-1), are not represented by measures in any of the concepts examined. This is not surprising, since neither the TDP nor the CPC focus on neighborhood planning. The sub-goal "inclusion in the framework planning" in the module MT (MT-2-2) is not taken up either. Irrespective of this, there is a need to address the integration of electromobility with neighborhood and framework planning.

The sub-goal "provision of information" in relation to intermodal electromobility issues is also not found in any of the concepts (IM-3-1). The last missing sub-goal in the intermodality component is the "user group- specific CMM" (IM-5-3), which actually describes measures with promising electrification potentials. With regard to operational mobility management, rather general measures are proposed which are not aimed at specific user groups.

Surprisingly, no measure can be assigned to the sub-goal "Expansion of charging infrastructure in private areas" (MT-1-3). Although the expansion of CI is not a task that can be implemented directly by the municipality, it can still set up support programmes or encourage the use of existing programmes and network and activate relevant actors.

In the field of inner-city logistics, neither the MT nor the C component contains measures for the "establishment of decentralised depots" (MT-4-2, C-5-4). As this is a very new approach, the relevance of the concepts could play a role.

No measures from the concepts could be assigned to the sub-goal "Design of P+R areas" either (MT-2-3). Especially in TDP this would be obvious.

In the goal "Promotion of e-car sharing" no measures could be combined under the sub-goals "Privileged status" (MT-5-3) and "Ecological Assessment" (MT-5-4). The first point can be traced back to the legal possibility created only in July 2017 by the Carsharing Act (CsgG), while the second point may not have the necessary relevance, i.e. direct effect on traffic volume or CO2 savings.

The sub-goal "provision of counselling and training services" in MT is missing in both concept types (MT-6-3). This is a major deficit, as especially in MT there are often inhibitions to use new technologies which can be reduced by such offers.

In public transport, no measures from the TDP or CPC could be combined under the sub-goal " networking" (PT-1-2) in the objective "organisational anchoring". In the objective "Development of CI" the sub- goals "Identification of potential" (PT- 3-1) and "Procurement of CI" (PT-3-2) were missing. The goal "Procurement of E-buses" was underrepresented due to the absence of the sub-goals "Promotion" (PT-4-1) and "Identification of potential" (PT-1-1).

In the component C, no measures could be assigned to the sub-goal "promotion" (C-8-4). Here too, it can be seen that both CPC and TDP have a high level of detail in the area of cycle traffic.

In summary, although the TDP and CPC cover many areas of electromobility, there are numerous deficits in terms of content, which can be demonstrated, for example, in the area of urban planning (P+R areas) in original planning objects (TDP). Apart from the C, the gaps in content run through all the components.

However, this survey can only reflect the actual status of the two types of concepts, i.e. show which measures were listed in the concepts at the time of data collection. It becomes apparent that the integration of electromobility measures into comprehensive urban planning strategies is not yet a focal point of the concepts and that electromobility is only dealt with in full in the C. One reason for this is certainly the fact that the C is a funding priority within the framework of the municipal directive. It could also be relevant that measures to strengthen the C generally require less investment than in the MT and public transport components, but - in contrast to the IM component - can be considered in isolation.

The MGCs cannot be compared directly with each other due to the different analysis procedure of TDP and CPC. It should be noted that MGC focuses more on measures to promote e-commerce traffic, which is relatively rare in TDP and CPC. Especially the electrification of taxis is mentioned very often in the MGC.

3 Summary and conclusion

Both types of concepts studied - climate protection concepts (CSP) and transport development plans - can be target-oriented instruments for the strategic anchoring of electromobility, since they basically allow the inclusion of all conceivable contents. One advantage of integrating electric mobility measures in TDPs is that they are prominently listed in the most important strategic transport planning instrument. A citation in the CPC has the great advantage that, within the framework of the BMU municipal guideline, funding can also be applied for the creation of a three-year body to prepare and implement the concept. Here the BMVI city survey (2019) showed that municipalities with an additionally created position are active in more fields of action than those without an additional position (25 %). 9

Since TDPs tend to evaluate the measures contained in the report according to their effects on traffic volume and CPC defines the effect in terms of CO2 savings as a criterion, both concepts can be combined to form more comprehensive statements - provided that the collections of measures are coordinated.

So far, however, electric mobility has accounted for a relatively small proportion of the measures in the two types of concept. In addition, the depth of planning is mostly low.

This brochure collects approaches to measures from various sources of planning and accompanying research in order to aggregate them into strategy elements and offer them as a basis for more comprehensive strategic concepts with greater planning depth. In this respect, it reflects the current state of development and options for action. Although the aim of the approach is to provide the most comprehensive overview possible, the various priorities develop differently over time. An example of this is that 9 measures in 3.4 instead of commercial transport has clearly gained in relevance in 2018 (e.g. all MGCs 2.7 fields of action. This merely refers to a connection include the electrification of the taxi industry). It will be necessary to between the activity and the consider further whether new measures and aspects of measures should be creation of an additional post, but no statement can be made included in the reference work. Structural adjustments could also be useful about it, whether the creation of the post entails an increase in future, e.g. splitting the MT module into motorised private transport in activity - nor how detailed (MIV) and commercial transport (WV). the fields of action will be

Digitisation will lead to new means of transport, such as fully autonomous buses and cars, which will have a relevant influence on the transport system

or if it will have to arise. Although the first shuttle buses are already finding their way into public road transport10 as part of major research projects, the development of automation level 5 ("driverless") is not expected before around 2025 for buses and around 2030 for cars (see e-mobil 2018: 18). As the present brochure outlines feasible measures and strategy elements for the current phase of the market ramp-up, these topics were not considered in detail. Moreover, they were not apparent from the data analysis.

3.1 Recommendations for action

Relevance of a strategic approach The BMVI city survey (2019) shows that 90 % of the municipalities already active are addressing the issue of charging infrastructure. This is therefore the most prominent field of action.

However, it is worrying that 59% of these municipalities are building the charging infrastructure without a concept (cf. Figure 8). It can be assumed

that aspects such as nationwide supply, a survey of requirements for dimensioning, the derivation of the charging capacity required at the respective location, location criteria including the user perspective or the capacities of the network infrastructure are not addressed here.

Such an approach can hardly avoid ineffective and inefficient use of funds, which ultimately has a negative impact on the perception of electromobility in the municipality and reinforces existing prejudices. In other fields of action, such as the electrification of vehicle fleets or the expansion of the charging infrastructure in multi-family buildings, uncoordinated action also leads to personnel, technical and economic

Figure 8: commitment to charging infrastructure in active municipalities (cf. BMVI 2019) 59 %, 268 no CI strategy but expansion

27 %, 123 CI strategy and expansion 10 Currently still with security personnel on board, cf. https:// www.baden-wu- erttemberg.de/de/ service/ presse/ 8 %, 37 only CI strategy without expansion pressemitteilung/ pid/ erste-autonom-fah- render-bus-im-oeffent- 6 %, 29 neither CI strategy nor expansion lichen-strassenverkehr/, accessed on 05.02.2019

additional costs and hinders the achievement of objectives. There is therefore always a need for a strategic approach, which is conceptually prepared and anchored.

Strategic anchoring in concepts

The BMVI city survey (2019) also shows that municipalities that have already anchored electromobility measures in strategy and planning papers, in almost 80% more fields of action for electric mobility are active in local authorities, which have not yet anchored measures in corresponding papers.11

It can be assumed that the preparation of a central plan - e.g. an electromobility concept or an electromobility master plan - to promote electromobility will further strengthen this effect, as the measures are strategically coordinated and a higher priority is given to them through the preparation of a specially prepared plan. Subsequently, the contents should be incorporated into new concepts in a measure-specific manner or into existing concepts within the framework of updates.

Electromobility concepts such as those promoted by the BMVI under the

"Local Electromobility" funding programme could be a useful addition here. Concepts can be created in a thematically comprehensive manner or take up very specific topics, for example in the form of a pure concept for setting up or expanding charging infrastructure or by focusing on intermodality

(car and pedelec sharing). This requires the objectives to be set by the head of administration and, above all, needs time and personnel resources. Within the context of an electromobility concept, strategy elements can therefore be developed and then incorporated into the TDP and CPC with the respective updates. In this way, the focus of individual administrative units or offices is shifting towards electric mobility.

11 Measures in an average Primary objectives of 3.4 instead of 1.9 fields of action. This merely refers to a The obvious lack of consideration of electromobility in urban and connection between the activity and its anchoring in neighbourhood planning highlights an urgent need for action. The planning documents, but no respective descriptions of measures in Chapter 5 identify this need for statement can be made as to whether the anchoring in practical challenges. The housing industry, for example, has long been forced planning documents causes to think about electric mobility in both new and existing buildings. In the increase in the activity - nor how detailed the fields of conurbations, the parking space statutes can be a useful instrument action are processed. (MT-1-3-2 and IM-2-3-2). Charging infrastructure for owners and tenants in the context of jointly managed property continues to represent a major

challenge. Here it is of central importance to take a look at the entire building before installing a first wallbox (MT-1-3-2). From a municipal perspective, this requires external partners or, ideally, municipal utilities. However, the local authority can always provide information and mediation here. The establishment of mobility stations (IM-2-1) of various types for the intermodal changeover is already taking place in large cities; however, even rural communities can already be successfully active with good content-related planning.

3.2 Strategy development in the context of municipal framework conditions

Every municipality is confronted with individual challenges due to numerous factors such as the number of inhabitants, the embedding in urban or rural spatial structures or the demographic, political or economic structure. For this reason, sub-objectives should be presented here which are particularly target-oriented or feasible within the framework of the respective needs and possibilities. To this end, Figure 9 contains the assessments of all 71 sub-objectives with regard to the implementation criteria "political feasibility" and "Financial expenditure" and the impact criteria of "Transport implications" and "Environmental implications", cf. p. 55. Starting points for each of these potential objectives are set out below.

In contrast to the global overviews in Chapter 4, this analysis offers indigenous starting points for developing a mobility strategy to establish electromobility.

Implementation criteria

It is striking that almost half of all sub-goals could be used to develop an introduction to electromobility for municipalities in which there is a politically difficult constellation, e.g. in municipal representation. Likewise, financially weak municipalities can become active in almost 50% of all sub- goals. In both cases this is true in both rural and urban areas. Since the number of subgoals rated "medium" clearly exceeds the number of subgoals rated "difficult" or "high", the initial situation with regard to the implementation criteria can certainly be described as positive.

Impact criteria

With a focus on the benefit or the effect, the picture is more complex. The majority of all sub-goals only have an indirect transport or environmental benefit. From this it can be concluded that only broad-based packages of measures have an effective impact with these objectives. Only one fifth of all measures have a direct effect on the traffic situation, with clear differences 12 The 4 sub-objectives, between urban and rural areas. Nevertheless, with the overall objective of each of which was evaluated as "not applicable" in rural achieving positive environmental benefits, the strategic approach can areas, can be assigned to the develop around about one third of all measures. modules MT and C and concern the promotion of e- city logistics.

Figure 9: Overview of evaluations of all criteria in the sub-objectives12

35 19 13 4 Implementation Political criteria feasibility Rural areas

34 24 13 Urban areas

34 22 11 4 Financial Rural areas expenditure

33 27 11 Urban areas

Impact Impact on 2 6 6 53 4 Criteria traffic Rural areas

11 2 2 56 Urban areas

Environmental 14 5 5 43 4 benefit Rural areas

23 1 1 46 Urban areas % 20 40 60 80 100

Easy implementation / low effort / high benefit medium Difficult feasibility / high effort / less indirectly Use not applicable

Here too, however, the possibilities for exerting influence are much greater in urban areas than in rural areas.

Since only a small selection of sub-goals have a direct impact in the area of impact criteria, their contents will be presented here in isolation, see Table 3 and Table 4. In this way, it is possible to take up particularly effective sub- objectives and, starting from these, to present the overall overviews in Chapter 4 or, alternatively, to enter directly into their concrete measures and contents (Chapter 5).

Table 3: Sub-goals with a direct impact on traffic

Sub-goal Goal Sub-goal Rural areas Urban areas Nr. low medium high low medium high

Integration of the Integration into MT-2-1 EM in urban neighborhood planning planning Central fleet MT-3-1 management Electrification of VF

Diversification MT-3-3 of the municipal VF Setting up MT-4-2 decentralised depots Promoting e-city logistics

MT-4-3 Privileged status

Promoting e-car sharing MT-5-2 Procurement

MT-7-1 Privileged status of BEV Preferential access

Electrification of Electrification of PT-6-1 community transport community transport

Pedelec-CI in C-1-1 public spaces Demand-oriented Pedelec-CI expansion Pedelec-CI in C-1-2 semi-public spaces

Integration of the Integration into C-2-1 EM in urban neighborhood planning planning Deployment of Creation of C-3-1 pedelecs in tourism general conditions

IM-1-1 Digital networking Digital networking

Integration of the Setting up IM-2-1 EM in urban mobility stations planning

Table 4: Sub-goals with direct environmental benefits

Sub-Goal Goal Sub-goal Rural areas Urban areas No. low medium high low medium high

Extension of CI MT-1-1 in public spaces

Extension of CI MT-1-2 in semi-public Extensive and areas managed CI MT-1-3 Extension of CI expansion in private spaces

MT-1-4 Sector coupling

Integration of the Integration into MT-2-1 EM in urban neighborhood planning planning Central vehicle MT-3-1 fleet management

MT-3-2 Electrification of Diversification of the municipal VF VF Diversification MT-3-3 of the municipal VF MT-4-2 Setting up Promoting e-city logistics decentralised depots

MT-4-3 Privileged status

MT-5-2 Promoting e-car sharing Procurement

MT-7-1 Privileged status of BEV Preferential access

PT-3-2 Procurement of CI Development of CI PT-3-3 Sector coupling

PT-4-2 Procurement of E-buses Procurement of E-buses

Integration of the Integration into PT-5-1 EM in urban neighborhood planning planning Electrification of PT-6-1 Electrification of community transport community transport Pedelec-CI in public areas C-1-1 Demand-oriented Pedelec-CI expansion Pedelec-CI in C-1-2 semi-public spaces

Integration of the Integration into C-2-1 EM in urban neighborhood planning planning Setting up IM-2-1 mobility stations

IM-2-2 planning Design of P+R areas

Integration into IM-2-3 neighbourhood planning User groups- IM-5-3 Support for the CMM specific CMM

3.3 Relevance for market ramp-up

Component Goal Sub-goal Effectiveness13 Table 5: low medium high Sub-goals with relevance for the market ramp-up Extension of CI in public spaces

Extension of CI in semi-public areas Extensive and managed

CIexpansion Extension of CI in private spaces

MT Sector coupling

Diversification Electrification of VF of the municipal VF

Promoting e-city Privileged status logistics

Preferential access Privileged status of BEV

Procurement of CI

Structure of CI

Sector coupling

Promoting PT

Procurement of E-buses Procurement of E-buses

Continuation

Integration of the Design of P+R areas EM in urban planning IM

User groups- Support for the CMM specific CMM 13 To support the further market ramp-up

Challenges

The high investment costs compared to the revenues as well as additional economic framework conditions such as roaming charges incurred by users of other charging networks still hamper the establishment of viable operator models. There are also no uniform tariff models and access options that enable users to load nationwide with one and the same medium without local knowledge.

Finally, the legal-for-trade shop in the DC area is not yet available, which is why no tariffs are available here yet which charge according to kWh.

With the increased extension of CI in the private sphere, bottlenecks in the house connection can occur relatively quickly, especially in multi-family buildings. On the one hand, it is possible - within a certain framework - to act with foresight by means of charge management (MT-1-4-2), but at the same time possibilities should be discussed for involving property management companies and condominium owners' associations. Even though the share of electric mobility in multi-family houses is gradually increasing, the design of the electrical system should be designed from the outset for the entire building in order to avoid much more cost-intensive retrofitting later.

The benefits of sector coupling are only fully realised in the mass market, but the challenges are already evident today in the long-term use of buildings and energy systems. In order to further promote the electrification of public vehicle fleets, ways should be shown how the use of electric vehicles is already possible today without additional costs. The scientifically proven environmental benefits of electromobility are also frequently questioned; here there is a need for continuous information and clarification with regard to environmental impacts from production, use and recycling. With the current product range, logistics service providers see themselves confronted with relatively high costs for the procurement of BEV and loading possibilities. Monetary measures could therefore be considered in addition to the non-monetary measures.

The Federal Immission Control Act (BImSchG) provides scope for action here, particularly in combination with clean air planning. In addition, separate access restrictions can be provided for under the StVG (according to the implementation of the EmoG). However, it should be noted that according to the respective road laws of the Länder, public roads - for traffic - must be preserved.

There is currently still a shortage of vehicles from German suppliers. Moreover, it has not yet been finally clarified under what conditions the use of hydrogen-powered fuel cell buses is or will be advantageous.

Sector coupling only fully develops its benefits in the case of a large number of e-buses in a transport company, but the challenges already arise against the background of the long-term use of the network connection at the bus depot. In local public transport, there is already relatively high pressure for electrification, as local authorities have a relevant lever here to reduce emissions, demonstrate innovative strength and thus act as role models. However, the challenges of a gradual changeover within the framework of current operations and ongoing concessions are characterised by considerable effort. On the legislative side, there is cost- cutting potential, as the full electricity tax rate and the full EEG levy are currently incurred for E-buses.

There is a need to develop viable financing & operator models in order to minimise the need for support for the mass market. Cost-reducing effects are also expected from the continuing fall in battery prices.

The stabilisation of the operation of E-buses includes on the one hand the replacement of the drive technology, but on the other hand partly complex questions (CI, further training, adapted duty and vehicle scheduling due to required loading times etc.) have to be dealt with. There is currently a lack of transferable concepts. E-buses have to be integrated as a system into the operational process, which is hardly economically feasible, especially in the case of concessions and for smaller companies. P+R parking spaces should enable inexpensive charging to make the switch to public transport more attractive. This poses the same challenges as the subgoal MT-1-1 Extension of CI in public spaces.

In some cases, social services receive price-reduced access to ICVs from automotive financing institutions, which makes electrification uneconomic. Efforts should be made to give equal priority to all drive technologies.

The assessment of the relevance of sub-goals to support the further market uptake of electric mobility refers to purely electric vehicles (BEV). It is therefore particularly relevant in the MT and public transport modules. Thematically, however, there is often no direct influence on the market ramp-up, e.g. in the case of topics such as information and activation. In the C module, the market ramp-up with a focus on BEV plays no role. The IM component is based on a partly different goal of diversifying modes of transport than their electrification, which is why here too there are only very few sub-goals that have been evaluated in terms of their impact on market uptake. According to Figure 10, 29% of all sub-objectives in the MT component were assessed as relevant for supporting the market ramp-up. In public transport, which has fewer sub-objectives, as many as 38% of all sub- objectives are considered relevant. Finally, in the IM module, 18 % of all sub-goals were identified as relevant for the market ramp-up. A concrete list of the respective sub-goals, their effectiveness in supporting the market ramp-up and detailed descriptions of the challenges can be found in Table 5.

Figure 10: Sub-goals with relevance for the further market ramp-up for each module

25 24 20 21

15 13

10 11

5 7 5 2

Number 0 Component MT PT C IM

Total sub-goals Sub-goals with relevance for the further market ramp-up

Part II Strategy elements and catalogue of measures

M U A R N E H C LI T N E F F Ö

IS -L C E L E D E P

4 Strategy elements of electromobility

The evaluated plans refer to the topic of electromobility in a variety of ways. As described in chapter 1.3, a rough clustering was initially carried out in order to structure the measures.

This is followed in this chapter by strategy elements goal- sub-goal-measures- sequences) per module (MT, PT, C, IM). The order of the sub- goals and measures shows a clockwise chronological sequence. This is based on logical connections and the authors' experience. Due to the individual needs and framework conditions of each municipality, however, this cannot have any general validity.

In Chapter 5, each sub-goal is given a profile which evaluates the feasibility criteria (political and economic) and the benefits (transport and environmental) of the measures contained in it, differentiated spatially by city and state. The fact sheet also contains general aspects to be observed and the data sources from which the measures originate.

The outer columns contain the In a clockwise direction, the goals, measures for implementing the 4 1 sub-goals and measures follow the goals and their sub-goals. In order of recommended processing. individual cases, measures cannot In some areas, however, this cannot be assigned to any particular be defined in a generally valid way, sequence, as they are relevant which is why the different during the implementation of the framework conditions must always entire sub-goal or their be taken into account when setting implementation date is flexible. strategic goals and sub-goals and implementing operational measures.

46 T EIL I I : S T R AT EGIEEL EMEN T E U ND M A SSN A H MEN K ATA L O G PART I STRATEGIC ELEMENTS AND CATALOGUE MEASURES 47

4.1 Component MT: Motorised traffic

MT-7-2-6 Penalties for illegal parking p. 115 BEV: battery electric vehicle Measures EM: Electromobility MT--2-5 Construction of parking spaces for E-car sharing vehicles p. 114 VF: Vehicle fleet(s) CI: MT-1-1-1 Needs assessment for CI p. 58 MT-7-2-4 Designation of P+R parking spaces p. 114 charging infrastructure MT-1-1-2 Determination of locations for CI p. 60 MT-7-2-3 Parking discounts for BEV and sharing vehicles p. 114 MT-1-1-3 Enabling easy usability p. 62

MT-7-2-2 Free Charging p. 113 MT-1-1-4 Installing or removing (DC) CI p. 62

MT-7-2-1 Setting up parking spaces with CI p. 113 MT-1-1-5 Reservation of CI/Parking Sensors p. 63

MT-1-1-6 Enabling lantern shutter p. 64 MT-7-1-2 Introduction of a congestion charge p. 111 MT-7-1-1 Privileged status in inner city areas p. 110 MT-1-2-1 Addressing the trade p. 66

MT-1-2-2 Expansion of CI at P+R p. 66 MT-6-5-2 Promotion of associations p. 109 MT-1-2-3 Expansion of CI in car parks p. 66 MTM-V-6-5--13S-c3haffaTnditarget group-specific offers p. 108 MT-1-2-4 Petrol Station Conversion p. 67 MV- velopment of a trademark. p. 107 MT -6-3-2 De MT-1-3-1 Initiation of support programmes p. 68 Insertion of a conveyor guide p. 106 MT-1-3-2 Planning law requirements for new buildings p. 69

MV-c6o-n3d-2ucDtiunrgchtrfaining courses p. 106 MT -6-3-1 A MT-1-4-1 Use of renewable energies p. 71 Offer a cost calculator p. 105 MT-1-4-2 Introduction of charging management p. 71 MT-6-2-2 Temporary test offers p. 104 MT-1-4-3 Promotion of Smart Grid solutions p. 72

MT-6-2-1 Implementation of an action day p. 103 MT-1-4-4 Development of DC charging hubs p. 72

MT-6-1-5 Introduction of a new citizen package p. 102 MT-2-1-1 Designation of e-car sharing parking spaces p. 73 MT-6-1-4 Implementation of target group-specific p. 101 MT-2-1-2 Upgrading of residential buildings by EM p. 74

MT-2-1-3 Integration of the EM in new buildings p. 74

MT-6-1-3 Creation of a manual EM p. 101 MT-2-2-1 Establishment in zoning plans p. 75 MT-6-1-2 Inform about existing CI p. 101

MT-6-1-1 Providing information about MT-2-3-1 Offering special charging rates p. 76 alternative drives p. 100 MT-3-1-1 Nomination of an (E-) Fleet Manager p. 77 MT-5-4-3 Building certification and car sharing p. 99 MT-3-1-2 Intensification of vehicle utilisation p. 78

MT-5-4-2 Consideration of eco-labels p. 98 MT-3-2-1 Development/adjustment of Procurement directives p. 80 MT-5-4-1 Use of traffic monitoring p. 98 MT-3-2-2 Carrying out logbook analyses p. 80 MT-5-3-2 Designation of e-carsharing parking spaces p. 97 MT-3-2-3 Agreement on objectives p. 81 MT-5-3-1 Free parking p. 96 MT-3-2-4 p. 82 Development of a charging strategy MT-5-2-2 Procurement of a citizen car p. 95 MT-3-2-5 Adaptation of derogations p. 82

MT-5-2-1 Procurement of BEV p. 94 MT-3-2-6 Procurement cooperation with other municipalities p. 82 MT-5-1-1 Integration in competitions MT-3-2-7 Procurement of supply and

Marketing and tenders p. 93 waste disposal vehicles p. 83

MT-4-3-3 Establishment of an environmental zone p. 91 MT-3-2-8 Procurement of BEV p. 83

MT-4-3-2 Granting of exemptions p. 91 MT-3 -3-1 Carrying out fleet analyses p. 85 MT-4-3-1 Extension of delivery times p. 90 MT-3-3-2 Opening of the municipal VFs p. 86

MT-3-3-3 Use of e-car sharing p. 86 MT-4-2-1 Construction of microdepots p. 88

MT-4-1-1 Establishment of actor networks p. 87

into a logical chronological sequence based on The outer ring contains the sub- 3 2 the data sources. In individual cases, sub-goals goals, which have been put cannot be assigned to a sequence because they are relevant during the implementation of the entire goal or because their implementation is flexible.

4.1 Component MT: Motorised traffic

MT-7-2-6 Fines for illegal parking p. 115 MT-7-2-5 Creation of parking spaces for e-car sharing vehicles p. 114 MT-7-2-4 Designation of P+R parking spaces p. 114

MT-7-2-3 Parking discounts for BEV and sharing vehicles p. 114 MT-7-2-2 Free charging p. 113

MT-7-2-Establishment of parking spaces with CI p. 113

MT-7-1-2 Introduction of a congestion charge p. 111

MT-7-1-1 Privileged status in inner city areas p. 110

MT-6-5-2 Promotion of associations p. 109

MT-6-5-1 Creation of target group specific offers p. 108

MT-6-4-1 Development of a logo p. 107

MT-6-3-3 Deployment of a transport pilot p. 106 MT-6-3-2 Implementation of training courses p. 106 MT-6-3-1 Offering a cost calculator p. 105

MT-6-2-2 Temporary trial offers p. 104 MT-6-2-1 Implementation of a day of action p. 103

MT-6-1-5 Introduction of a new citizenship package p. 102 MT-6-1-4 Implementation of target group-specific image campaigns p. 101 MT-6-1-3 Production of an EM manual p. 101

MT-6-1-2 Informing about existing CI p. 101 MT-6-1-1 Provision of information on alternative drives p. 100

MT-5-4-3 Building certification and car sharing p. 99

MT-5-4-2 Consideration of eco-labels p. 98 MT-5-4-1 Use of traffic monitoring p. 98

MT-5-3-2 Designation of e-car sharing car parking p. 97 MT-5-3-1 Free parking p. 96

MT-5-2-2 Procurement of a citizens' car p. 95 MT-5-2-1 Procurement of BEV p. 94

MT-5-1-1 Integration in competitions and calls for tenders p. 93

MT-4-3-3 Establishing an environmental zone p. 91 MT-4-3-2 Granting of derogations p. 91

MT-4-3-1 Extension of delivery times p. 90

MT-4-2-1 Creation of micro depots p. 88

MT-4-1-1 Development of networks of stakeholders p. 87

BEV: battery electric vehicle Measures EM: Electromobility VF: Vehicle fleet(s) MT-1-1-1 Needs assessment for CI p. 58

CI: charging infrastructure MT-1-1-2 Determination of locations for CI p. 60

MT-1-1-3 Enabling easy usability p. 62

MT-1-1-4 4 Installing or removing (DC) p. 62

MT-1-1-5 Reservation of CI/Parking Sensors p. 63

MT-1-1-6 Enabling lantern shutter p. 64

MT-1-2-1 Addressing the trade p. 66 MT-1-2-2 Expansion of CI at P+R p. 66

MT-1-2-3 Expansion of CI in car parks p. 66 MT-1-2-4 Petrol Station Conversion p. 67

MT-1-3-1 Initiation of support programmes p. 68 MT-1-3-2 Planning law requirements for new buildings p. 69

MT-1-4-1 Use of renewable energies p .71 MT-1-4-2 Introduction of a charging management system p. 71 MT-1-4-3 Promotion of smart grid solutions p. 72

MT-1-4-4 Setting up DC charging hubs p. 72

MT-2-1-1 Designation of e-car sharing parking spaces p. 73 MT-2-1-2 Upgrading of residential buildings by EM p. 74

MT-2-1-3 Specification in zoning plans p. 74 in urban planning MT-2-2-1 Determination in development plans p. 75

MT-2-3-1 Offering special charging tariffs p. 76

MT-3-1-1 Naming an (E-) fleet manager p. 77

MT-3-1-2 Intensification of vehicle utilisation p. 78

MT-3-2-1 Development/adaptation of Procurement-directive p. 80 MT-3-2-2 Carrying out logbook analyses p. 80

MT-3-2-3 Agreement on objectives p. 81 MT-3-2-4 Elaboration of a charging strategy p. 82

MT-3-2-5 Adaptation of derogations p. 82 MT-3-2-6 Procurement cooperation with other municipalities p. 82 MT-3-2-7 Procurement of supply and waste disposal vehicles p. 83 MT-3-2-8 Procurement of BEV p. 83

MT-3-3-1 Carrying out fleet analyses p. 85 MT-3-3-2 Opening of the municipal VFs p. 86

MT-3-3-3 Use of e-car sharing p. 86

4.2 Component PT: Local public transport

PT-6-1-1 Establishment of community transport services alternative drives p. 135

PT-5-1-1 Integration of the EM in new buildings p. 134

PT-4-3-1 Anchoring the procurement of BEV p. 133

PT-4-2-1 Implementation of the award procedure p. 132

PT-4-1-1 Provision of information on funding opportunities p. 131

BEV: battery electric vehicle Measures EM: Electromobility VF: Vehicle fleet(s) CI: charging infrastructure

PT-1-1-1 Implementation of pilot projects p. 117 PT-1-1-2 Analysis of the electrification potential p. 118 PT-1-1-3 Setting an electrification quota in public transport p. 118

PT-1-2-1 Building networks of participants p. 119

PT-1-3-1 Depot management for electric bus fleet p. 120

PT-2-1-1 Provision of background information with electric and hybrid buses p. 122 PT-2-1-2 Carrying out fleet analyses p. 123

PT-2-1-3 Preparation of a manual EM p. 123

PT-2-1-4 Development of a communication strategy p. 123

PT-2-2-1 Implementation of internal training courses p. 124

PT-2-2-2 Implementation of Offering mobility advice at schools p. 125 internal training courses

PT-2-2-3 Offering mobility advice for senior citizens p. 125

PT-3-1-1 Dimensioning and location p. 126 PT-3-1-2 Cooperation with the network operator p. 127

PT-3-2-1 Implementation of the award procedure p. 128

PT-3-3-1 Use of renewable energies p. 129 PT-3-3-2 Consideration of ICT p. 130

4.3 Component C: Cycling

C-8-4-2 Introduction of a scrapping premium p. 177 C-8-4-1 Creation of target group specific offers p. 176

C-8-3-2 Providing mobility advice for senior citizens p. 175

C-8-3-1 Offer pedelec seminars p. 174

C-8-2-2 Temporary trial offers p. 173

C-8-2-1 Implementation of a day of action p. 172

Offering a bike app C-8-1-5 p. 171

C-8-1-4 Production of an EM manual p. 170 C-8-1-3 Implementation of target group-specific image campaigns p. 170 C-8-1-2 Advertising bicycle leasing p. 170

C-8-1-1 Advertising pedelecs p. 169

C-7-1-2 Optimisation of existing pedelec sharing p. 168

C-7-1-1 Development of pedelec sharing p. 167

C-6-3-1 Implementation of pedelec test weeks for companies p. 166

C-6-2-2 Development of a pedelec offer for businesses p. 165 C-6-2-1 Equipping parking facilities with CI p. 164

C-6-1-5 Increased comfort for cyclists p. 163 C-6-1-4 Formation of a commercial freight bicycle community p. 162 C-6-1-3 Use of pedelecs as service bikes p. 162

C-6-1-2 Creation of advisory services p. 162 C-6-1-1 Raising awareness of bicycle mobility p. 161

C-5-4-1 Creation of micro-depots p. 160

C-5-3-1 Extension of delivery times p. 159 C-5-2-2 Optimisation of road sections/streets p. 158 C-5-2-1 Set up of a freight bike courier and delivery service p. 157

C-5-1-2 Information, advice and networking on EM in logistics p. 156

C-5-1-1 Development of networks of stakeholders p. 155

CMM: Company mobility management Measures

EM: Electromobility

VF: Vehicle fleet (s) CI: Charging infrastructure C-1-1-1 Localisation p. 137

PV: Photovoltaic C-1-1-2 Use of PV p. 138

C-1-1-3 Expansion to service stations p. 138

C-1-2-1 Addressing the trade p. 140 C-1-2-2 Setting up a municipal support programme p. 140

C-2-1-1 Addressing the housing sector p. 141 C-2-1-2 Upgrading of residential buildings by EM p. 142 C-2-1-3 Inclusion of the EM in new buildings p. 142

C-2-1-4 Construction of high-quality bike parking facilities at important destinations p. 142 C-2-1-5 Modernisation of cycle stations p. 143

C-2-2-1 Fixing in development plans p. 144

C-2-3-1 Upgrading of cycle paths p. 145

C-3-1-1 Development of pedelec sharing p. 147 C-3-1-2 Development of a logo p. 148

C-3-2-1 Parking/charging at places of interest p. 149

C-3-2-2 Tourist route guide p. 150

C-3-3-1 Setting up a support programme p. 151

C-3-3-2 Offering city tours p. 152

C-4-1-1 Carrying out fleet analyses p. 153

C-4-1-2 Procurement of E-( freight) bikes p. 154

4.4 Component IM: Intermodality

IM-5-3-4 Electrification of the craft sector p. 208 IM-5-3-3 Electrification of commuter traffic p. 207

IM-5-3-2 Electrification of taxis p. 206 IM-5-3-1 Electrification of social services p. 205

IM-5-2-3 Introduction of an e-fleet logo p. 204

IM-5-2-2 Introduction of vehicle pooling p. 204 IM-5-2-1 Opening up commercial VF p. 203

IM-5-1-9 Compensation in case of waiver of parking space p. 202 IM-5-1-8 Honouring of carpools p. 201

IM-5-1-7 Introduction of an alternative incentive system for the job bike in the public sector p. 201

IM-5-1-6 Increased comfort for cyclists p. 201 IM-5-1-5 Introduction of job tickets for municipal employees p. 200

IM-5-1-4 Integration of MaaS and public transport providers in municipal VF p. 200

IM-5-1-3 Creation of advisory services p. 200 IM-5-1-2 Organisation of information events p. 199

IM-5-1-1 Networking p. 199

IM-4-1-2 Parking discounts for BEV and sharing vehicles p. 197 IM-4-1-1 Creation of parking spaces for e-car sharing vehicles p. 196

BEV: battery electric vehicle Measures CMM: Corporate mobility management

EM: Electromobility IM-1-1-1 Initiation of support programmes p. 179 MaaS: Mobility as a Service

IM-1-1-2 Introduction of a single booking system p. 180 IM-1-1-3 Diversification via tariff models p. 180 IM-1-1-4 Provision of a multimodal mobility card p. 181

IM-2-1-1 Concept development for the installation of mobility stations p. 182 IM-2-1-2 Development of railway stations into mobility stations p. 183 IM-2-1-3 Development of mobility stations in residential areas p. 183

IM-2-1-4 Setting up of B+R stations p. 183 IM-2-1-5 Development of mobility stations in industrial estates p. 184 IM-2-1-6 Development of public transport stops into mobility stations p. 184

IM-2-1-7 Development of an e-scooter sharing service p. 185

IM-2-2-1 Designation of P+R parking spaces p. 186

IM-2-2-2 Expansion of CI at P+R sites p. 187 IM-2-2-3 Offering special charging tariffs p. 187

IM-2-3-1 Integration of the EM in new buildings p. 188

IM-2-3-2 Change of the parking space p. 189 IM-2-3-3 Conversion of attractive car parking spaces into bicycle parking spaces p. 189

IM-3-1-1 Implementation of target group- specific image campaigns p. 190 IM-3-1-2 Provision of apps p. 191

IM-3-2-1 Offering online mobility consultation p. 192 IM-3-2-2 Creation of a mobility centre p. 193

IM-3-3-1 Issuing trial offers p. 194 IM-3-3-2 Receipt of public transport tickets when buying a BEV p. 195 IM-3-3-3 Creation of target group specific offers p. 195

5 Profiles and Catalogue of Measures

In this chapter, each sub-goal is presented in the form of a profile, which includes the evaluations explained below. Since some sub-goals are relevant in several components, they occur several times, but may contain other measures.

Each profile is followed by descriptions of all measures contained in the respective sub-goal as well as examples of good practice, if applicable. This catalogue of measures is intended to serve as a reference work in order to address the necessary range of topics in strategy development and at the same time to be able to include relevant content directly.

The acquisition of funding was not explicitly listed in the various sub-goals, as funding programmes of the EU, federal and state governments change and this must always be checked in each municipality anyway.

The political feasibility of the sub-goals is Component Motorised traffic assessed with rating levels ranging from easy (3) to medium (2) to difficult (1). Goal Extensive and managed CI expansion

Consideration will be given both to the political Sub-goal Extension of CI in semi-public areas effort involved in setting the sub-target and to its implementation. Rural areas Urban areas

The financial burden on municipalities is divided Political feasibility into assessment levels from low (3) through Financial expenditure medium (2) to high (1). Impact on traffic direct direct

Environmental benefit Direct effects on traffic are presented in evaluation levels ranging from high (3) through medium (2) to low (1). The potential impact on the modal split, in particular the reduction of the MIV share are included.

The direct environmental benefit is divided into assessment levels ranging from high (3) through medium (2) to low (1). It includes in particular the effects of implementing the sub- target on climate-damaging emissions and air quality, but also noise pollution Sources TDP CPC MGC LIT neu

20 % 4 % X X

The field General Information contains information and guidance on implementation specifics that apply to the whole sub-goal. Frequently, background information is also provided on individual items of information in the profile, e.g. specific challenges in rural areas or if environmental impacts are particularly relevant to individual emissions.

The measures of each sub-goal are found in the sources mentioned here. For TDP and CPC it is additionally indicated which share of the analysed concepts contain measures for the sub-goal.

The numbering consists of four elements: abbreviation of the component, number of the goal, the subgoal and the measure.

5.1 Component MT: Motorized traffic

Comprehensive and controlled CI expansion Integration of EM in urban planning Electrification of vehicle fleets (VF) promotion

of e-city logistics promotion of e-car sharing

Information and activation privileges for BEV

Component Motorised traffic

Goal Extensive and managed CI expansion MT

Sub-goal Extension of CI in public spaces

Rural areas Urban areas

Political feasibility

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks: On the other hand, in order to achieve a controlled and comprehensive CI expansion, it is advisable to compare it with the superstructure, which is also based on the growing ordered levels. The BMVI offers a strategic 2nd quarter 2019 location tool for this purpose, oriented from the charging requirement, which makes CI operations indispensable. This should include two approaches: quotas and concrete reference areas. On the one hand, the methodology described in the following is to be recommended, e.g. concrete locations (MT-1-1-2) with preliminary socio-demographic data (microcensus) and a demand survey (MT-1-1-1). In order to be able to convey basic content, it is recommended that you register for the procedure described above, www.now-gmbh.de/ indem ausschließlich von der Zahl der Einwohner aus- de/service/newsletter. e.g. email service of NOW: This approach is particularly appropriate for small or medium-sized municipalities.

AREAS PUBLIC IN CI OF CONSTRUCTION

Sources TDP CPC MGC LIT neu

20 % 24 % X

MEASURES IN SUB-GROUP CONSTRUCTION OF CI IN PUBLIC AREAS MV-1-1-1 Needs assessment for CI MV-1-1-2 Definition of locations for CI MV-1-1-3 Enabling easy usability MV-1-1-4 Establishment or expansion of (DC-)CI MV-1-1-5 Reservation of CI / parking sensors MV-1-1-6 Enabling lamp shops in development areas

No. MT-1-1-1

MT Measure Needs assessment for CI

Since the expansion of public CI generates high costs that cannot be

refinanced with the current market penetration of electromobility, special

attention should be paid to a demand- and customer-oriented expansion in

addition to the examination of subsidies14 . This means that the local

authority clearly demonstrates the suitability of electric mobility for

everyday use to its citizens by means of a visible expansion, while at the

same time avoiding the creation of excessive overcapacity. The analysis of

this middle way (ideally in two stages for the foreseeable market

penetration in 2020 and 2025+) should be the first step in any CI concept.

Care should also be taken to encourage businesses to set up semi-public CI

(MT-1-2-1), as this is the ideal way to supplement public CI.

Today it is assumed that the majority of future charging needs will be met in the private environment, i.e. at home or at work, and that the publicly

accessible charging infrastructure will play a secondary role in quantitative

terms (cf. NPE 2015, p.15)15. Nevertheless, their function is extremely

relevant for the loading of supra-local routes and also their significance as a

signal to citizens

An additional interesting starting point can be created by providing citizens

14 Information on current and businesses with an online opportunity to express their need calls for funding is available at

www.now-gmbh.de. . CONSTRUCTION OF CI IN PUBLIC AREAS AREAS PUBLIC IN CI OF CONSTRUCTION With the call for proposals service, NOW GmbH provides immediate information on current calls for funding in the Good practice example: fields of electromobility, Table 6 leads - to relatively simple, especially for smaller municipalities charging infrastructure, hydrogen and fuel cell practical way - step by step requirements for (semi) public charging technology. Subscribe to free e- points. On the basis of electrification quotas, for the charging mail service: www.now-gmbh. de/de/service/newsletter requirements of which public CIs are to be kept for each expansion stage and the time periods in which these quotas are achieved (current market forecasts should always be obtained for this), a point in time or period for 15 Cf. http://nationale-plattform-elektromobilitaet.de/ the CI development for each expansion stage is derived. fileadmin/user_upload/Re- The specific charging requirements are calculated based on the number of daktion/NPE_ AG3_Statusbe- richt_CI_2015_barr_bf.pdf, inhabitants. With the help of the degree of motorization, the existing cars accessed on 28.11.2018 can be calculated. When multiplied by the electrification quota, this leads

16 Cf.. https://www.bmvi.de/ to the number of BEVs. The daily electricity requirements of these BEVs SharedDocs/DE/Artikel/G/ result from the average daily car mileage16 and their average mobilitaet-in-deutsch- land.html, accessed on consumption, including charging losses. 28.11.2018

Table 6: Simplified needs assessment of (semi-)public loading points for smaller municipalities

Calculation step CI requirements determination Unit Expansion stage MT

1 2

Electrification rate whose electricity demand should be supplied by the respective % 15 25 expansion stage

Period in which the electrification rate is reached Year 2021–2023 2025–2028

Time of the CI setup Year 2019 2023–2025

Inhabitants Number 15.000 15.000

—> Passenger cars (e.g. degree of motorisation: 56 % Number 8.445 8.445

—> E-vehicles (roughly rounded) Number 1.270 2.110

Average daily passenger car mileage km/ Day 35

Average consumption of electric vehicles (incl. charging losses) kWh/100 km 25

-> Daily power requirement for electric vehicles kWh/ Day 11.113 18.463

Share of charging (semi) public CI % 20

-> Daily electricity demand (semi-)public CI kWh/ Day 2.223 3.693 AREAS PUBLIC IN CI OF CONSTRUCTION

Standard charging capacity (semi) public CI (AC) kW 22

-> Daily loading time requirement (semi) public CI hrs/ day 101 168

Average time use per public charging point hrs/ day 4

-> Required (semi-) public AC charging points Number 26 42

* Moderate overfulfilment recommended due to signal effect to the public

In the future, the majority of charging processes will probably take place in

the private sector; currently - with regional variations - a share of 15-20% of MT all charging processes is expected in the (semi-) public sector17 . In the present derivation, this is multiplied by the amount of electricity delivered -

i.e. without including the charging capacities - to simplify matters. By dividing the electricity requirement by the charging capacity, the daily

charging time requirement is calculated. Since charging requirements are

not distributed evenly throughout the day but are concentrated at peak

times, the average time use per charging point must be included in the final

analysis. On average, according to the Central Data Monitoring (ZDM) of

the Local Electric Mobility Support Programme (BMVI), each public

charging station is used once a day for 2.3 hours (NOW 2018a: 48-50). The

chosen value of four hours is slightly higher in order to take into account a higher market penetration of electric mobility in the future. It should also

be noted that not every connected vehicle necessarily charges. Often

vehicles are fully loaded, but the purchase or processing is not yet complete 17 Cf.. https://www. bdew.de/media/documents/20151127_Statusbe- The charging point requirement determined in this way can be reduced by richt-CI.pdf, accessed on 28.11.2018 those charging points that are built on municipal territory in semi-public areas (sub-goal MT-1-2).

No. MT-1-1-2

Measure Definition of locations for CI

In order to locate the needs for public CI identified in MT-1-1-1 in a practical and clearly visible manner in public space, a localisation concept CONSTRUCTION OF CI IN PUBLIC AREAS AREAS PUBLIC IN CI OF CONSTRUCTION should be drawn up which covers the entire municipal/urban area. Mobility is not fixed, which is why the concentration on districts/quarters may not cover more suitable locations. When locating the so-called macro-location (also to be understood as potential areas), care must be taken that points of interest (swimming pools, wholesale markets, tourist attractions, cemeteries, etc.) are served, the building density is taken into account (single-family house quarters require public charging infrastructure only to a very limited extent) and that a nationwide supply is realised. In the next step, the definition of the micro-location, site inspections are carried out with the offices to be involved (civil engineering, properties, townscape, etc.) and the network operator in order to achieve good accessibility, visibility and minimisation of installation costs (proximity to the power supply, low expenditure for civil engineering). Subsequently, descriptions of the micro- and macro-location are drawn up for each site, showing the criteria checked and the charging capacity (AC/DC as a function of the expected parking time and the grid potential). Such a

location concept with, for example, two expansion stages can be presented

to the relevant committees for decision in a very clear way. MT

Example of Good Practice:

The city of Schwabach has drawn up an electromobility concept that

includes a citywide development of charging infrastructure. Existing charging points, which had been erected without a localisation concept, were integrated.

Figure 11: CI location Macro situation (cf. Stadt Schwabach 2018) AREAS PUBLIC IN CI OF CONSTRUCTION

18 Town of Schwabach 2018: (E-)mobility concept Schwabach. Not published

19 Town of Schwabach The profile (Figure 12) from the Schwabach electromobility concept 2018: serves as an example of how the microlocation can be located. It

(E-)mobility concept MT Schwabach. Not published contains evaluated criteria that were taken into account for the location, a section of the map together with photos of the future site and

conclusions (loading capacity, advantages and disadvantages, comments)9

No. MT-1-1-3

Measure Enabling easy usability

Central regulations for the standardisation of CI are contained in the

Charging Column Ordinance (LSV), which has implemented EU Directive

2014/94/EU in Germany since 2016. This concerns, for example, plug types as standard charging connections, the obligation to notify the Federal Network Agency (BNetzA) of new charging points and billing options. At

least one of the four following options must be created here: free of charge,

cash, card-based, web-based. In addition to these mandatory rules, it should be decided which charging associations/charging cards will be given access to charging points via roaming. An overview can be found here: https://

www.goingelectric.de/wiki/EasyLoad (without basic fee) or https:// www.goingelectric.de/wiki/LoadFlat (with basic fee). Support schemes often provide for participation in roaming.

No. MT-1-1-4

Measure Construction or expansion of (DC-)CI CONSTRUCTION OF CI IN PUBLIC AREAS AREAS PUBLIC IN CI OF CONSTRUCTION The CI operator must fulfil a number of operator obligations according to the Ordinance on Industrial Safety and Health (BetrSichV) of 1 June 201520 , which must be observed by the municipalities when awarding

contracts. These are described in detail in the BMVI brochure "Process

guidelines for legally compliant construction and organisation of AC/DC infrastructure". These include process definition, safety and proof (tests, personnel qualification, obligation to provide proof, liability), risk

assessment (e.g. vandalism, environment) as well as operational safety

testing and appropriate labelling (parking area identification, information signs, charging station identification, test badge and safety signs) (cf. MT-7-2-1; cf. BMVI 2017: 14ff)

The construction of rapid charging points with DC-CI (from 50 kW) 20 causes higher costs by a factor of 3-4 higher than normal charging points With a change of 5 April 2017 network connection costs, which, due to the safety and security with AC-CI (up to 22 kW) which, above all, leads to higher hardware and

requirements for the high voltage charging points (cf. BMVI 2017: 27). For

this reason, the question of where DC-CI will be used should be MT considered very carefully when assessing needs and determining locations.

This makes sense primarily on supra-regional roads, where the aim is to minimise downtimes.

In addition to the high installation costs, fire protection with DC-CI is also subject to special requirements. In any case a trained electrician must be involved.

Example of Good Practice: The Region Stuttgart Association, the Fraunhofer Institute for Systems and Innovation Research (ISI) and the Karlsruhe Institute of Technology (KIT) developed a supra-regional positioning concept for DC-CI as part of the fast-charging master plan for Stuttgart.

The reservation of CI makes sense especially in areas with high parking pressure. There are generally two types of reservations for CI. Firstly, a permanent reservation could guarantee an anchor tenant during special times of the day, fixed days or even 24/7 to be able to charge at any time if necessary. Maintaining the reservation is important even when there is little use, in order to give BEV owners security and create incentives for potential interested parties. With this measure, the privileged status of electromobility can be physically anchored and visibly communicated. Secondly, CI could be reserved during the journey by individual users of special CI apps in order not to lose the charging place to another user AREAS PUBLIC IN CI OF CONSTRUCTION at short notice and thus make the journey superfluous. Although the CI of several manufacturers already have the reservation function technically, since CI operators cannot become active in the case of a merely parked charging station (fine, towing), they do not activate this function.

Example of Good Practice In the period 2016-2020, the City2Share project will test various new concepts based on electromobility in inner-city suburbs of Munich and Hamburg. A project consortium of 10 consortium partners (companies, public authorities and research institutions) is investigating, for example, a

21 Cf.http://www.city2sha- Sharing system, whose vehicles charge inductively, or an re.de/info/City2Share_Vor- environmentally friendly design of inner-city delivery traffic. Through

MT habensbeschreibung%20 the use of appropriate overhead and radar sensors, parking spaces can f%C3%BCr%20die%20 %C3%96ffentlichkeit.pdf ( be reserved and booked.

accessed on 04.02.2019)

No. MT-1-1-6

Measure Enabling lantern charging in newly developed areas Especially in conurbations, where private charging at (e.g. underground car park) parking spaces is often not possible, charging at specially converted street lamps is a useful alternative. It must of course be ensured that the

lantern connection is sufficient for the additional charge and is also supplied with electricity during the day. In new development areas, special lanterns with CI can already be included during the planning stage. Several suppliers are represented on the market with products that upgrade streetlights to CI and, if necessary, include other offers (WLAN, parking

and traffic sensors). CONSTRUCTION OF CI IN PUBLIC AREAS AREAS PUBLIC IN CI OF CONSTRUCTION

Component Motorised traffic

Goal Extensive and managed CI expansion MT

Sub-goal Extension of CI in semi-public areas

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks:

The charging station ordinance only distinguishes between locations that can be used by everyone around the clock (subgoal MT-1-1) and private locations that are accessible to the public or not (e.g. employers or CI). This distinction is also decisive for citizens, sub-goal MT-1-3) semi-public CI

SPACE PUBLIC - user view. Designate for municipal locations. Here, however, CI is set up on private land because of the different ways in which CI sites can be set up during certain times (e.g. public access, a different division opening times) and/or for certain user groups. To offer public charging facilities (e.g. to customers) in addition (located in public and private spaces)

Sources TDP CPC MGC LIT neu

20 % 4 % X X EXPANSION OF CI IN THE SEMI THE IN CI OF EXPANSION

MEASURES IN SUB-GOAL CONSTRUCTION OF CI IN SEMI-PUBLIC SPACES MT-1-2-1 Addressing the trade MT-1-2-2 Expansion of CI at P+R MT-1-2-3 Expansion of CI in car parks MT-1-2-4 Filling station conversion

No. MT-1-2-1

MT Measure Addressing the trade

As most charging takes place either at home or at the employer's premises,

the development of charging infrastructure in private and semi-public areas

should be particularly encouraged. This requires a targeted approach to

advertising, ideally based on a survey of demand for CI (MT-1-1-1). On

the one hand, the municipality can make parking spaces available for the

CI installation by means of licensing agreements or, on the other hand,

initiate support programmes (installation subsidies, special electricity tariffs via possibly existing municipal utilities).

No. MT-1-2-2

Measure Expansion of CI at P+R p. 66

P+R areas generally serve to promote intermodal chains of routes and aim

PUBLIC SPACE SPACE PUBLIC to keep the MIV out of conurbations. The CI equipment thus primarily - strengthens the electrification of the MIV in the catchment area. With the aim of setting up CI in an economically sensible and demand-oriented manner, it is advisable to keep CI with a lower loading capacity (3.6-11

kW), as loading times of several hours can normally be expected. Parking

spaces on P+R areas used primarily by commuters can be practically equipped with 3.6 kW (parking times > 6h), while parking spaces used for leisure purposes or errands are more sensibly designed with 11 kW (parking

times <4h). The difference in charging capacity should be reflected in the price of electricity. Municipalities can approach operators of the P+R areas,

EXPANSION OF CI IN THE SEMI THE IN CI OF EXPANSION which are often run by the private sector, inform them about funding opportunities or set up their own funding scheme (ideally via municipal utilities, if available).

No. MT-1-2-3

Measure Construction of CI in car parks

The construction of CI in privately managed car parks is not originally a municipal task. Nevertheless, the local authority can inform car park operators about the necessity of the CI extension and identify support possibilities. Among other things, the increase in availability can improve the utilisation of parking space.

No. MT-1-2-4

Measure Filling station conversion MT

Petrol station operators tend to be rather hostile to electromobility and the

development of CI, as it presents challenges to the existing business model. No efficient operation is seen in the CI structure and the associated downtimes. However, petrol stations should define their role here in the medium and long term. With the market ramp-up of electromobility, not only will fuel sales gradually decline, but public charging facilities will not be sufficient, especially in areas with apartment buildings. So-called loading hubs will probably play a role there (MT-1-4-4). As these are semi-public

areas, the municipality cannot become active itself, but it should bring

petrol station owners into the dialogue and offer support (information,

assistance, promotion etc.).

PUBLIC SPACE SPACE PUBLIC

- EXPANSION OF CI IN THE SEMI THE IN CI OF EXPANSION

Component Motorised traffic

MT Goal Extensive and managed CI expansion

Sub-goal Extension of CI in private spaces

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks:

The financial outlay of a support programme can be freely selected via the provision of funds in the budget.

E PRIVATE SPACE SPACE PRIVATE E Sources TDP CPC MGC LIT neu

0 % 0 % X X X

No. MT-1-3-1

Measure Initiation of support programmes

Municipalities have a proven lever for promoting electromobility in the

EXPANSION OF CI IN TH IN CI OF EXPANSION private sector by initiating their own support programmes, as is customary in many municipalities, e.g. for heating pump replacement or photovoltaics. An installation cost subsidy for wallboxes is available here, which can be designed in detail with different focal points. Thus, for example, a focus can be placed on commercial enterprises in general or tourism in particular, or citizenship in general can be addressed.

MEASURES CONSTRUCTION OF CI IN PRIVATE SPACES MT-1-3-1 Initiation of support programmes MT-1-3-2 Planning law requirements for new buildings

Example of Good Practice:

Like many other public utilities, Stadtwerke Karlsruhe also promotes the

purchase of CI for customers, in this case with up to 400 EUR per MT

wallbox. Support for installation costs or an on-site check - a sensible first

step, especially in the case of multi-family houses - is also common.

The ADAC, for example, offers an overview of various municipal support programmes: https://www.adac.de/rund-ums-fahrzeug/e-mobilitaet/ kaufen/foerderung-elektroautos/

No. MT-1-3-2

Measure Planning law requirements for new buildings

The expansion of CI in new buildings is laid down in the development plan and by privileges in a parking space statute. A specific key can be created for this purpose, e.g. 2 charging stations per 10 parking spaces. In the same way, the provision of empty conduits can be anchored so that later retrofitting with CI is possible without structural changes. CI in new buildings offers the opportunity to consider the purchase of a BEV when moving, as in this case mobility needs may change.

Example of Good Practice:

On 09.07.2018, the EU Directive 2018/84422 was adopted, which must be

EXPANSION OF CI IN THE PRIVATE SPACE SPACE PRIVATE THE IN CI OF EXPANSION transposed into national law within 20 months. The Directive stipulates that in the case of new buildings and major renovations of residential buildings,

line infrastructure must be maintained to allow for the subsequent 22 Cf. https://eur-lex.euro- construction of loading points. Comparable requirements are being set for pa.eu/legal-content/DE/ TXT/ commercial construction projects. PDF/?uri= CELEX:32018L0844 &qid=1542005974796&from= EN, accessed on 28.11.2018 The Bundesrat is also currently discussing a "discussion draft of a law on the promotion of accessibility and electromobility in tenancy and home 23 Cf. https://www.bmjv. ownership law "23. This provides for a facilitation for tenants who want to de/SharedDocs/Gesetzge- build a loading facility on common property. Currently, this is only possible bungsverfahren/Dokumente/ Diskussionsentwurf_BMJV_ with the unanimous decision of the ownership community. Reform_WEG.pdf?__ blob= publicationFile&v=2, accessed on 28.11.2018

Component Motorised traffic

Goal Extensive and managed CI expansion MT

Sub-goal Sector coupling24

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General Remarks: The environmental benefit of sectoral coupling is the integrated approach to energy and transport transition. Sector coupling also plays a role in municipalities that are already active in electromobility. The following presentation is taken from the BMVI city survey (2019) described in Chapter 1.1. Of SECTOR COUPLING the 494 active municipalities surveyed, 460 municipalities provided answers on general activity in the area. Of these, about half (51%) are not yet active in sector coupling. The activities of the other 49% are shown in Figure 13 (multiple answers possible). Where sector coupling activities are pursued, they often involve the use of renewable energies (RES, 252 municipalities). Of great relevance will be how well it will be possible in future to feed charging requirements from locally generated renewable energy (MT-1-4-1), which is already practised in 117 municipalities. The preparation of the distribution networks is also on the agenda of 74 municipalities - in particular large cities are already dealing with this topic.

Figure 13: Activities of municipalities in sector coupling (cf. BMVI 2019)

252 Use of renewable energies

117 of which: locally produced

74 Preparation of the distribution networks for an increasing number of BEVs (network expansion, smart grid, etc.)

45 Integration into the renewable energy development strategy

0 50 100 150 200 250 300

Sources TDP CPC MGC LIT neu

0 % 12 % X X X

MEASURES IN SUB-GOAL SECTOR COUPLING

MT-1-4-1 Use of renewable energies MT MT-1-4-2 Introduction of a charging management system

MT-1-4-3 Promotion of Smart Grid solutions

MT-1-4-4 Setting up DC charging hubs

No. MT-1-4-1

Measure Use of renewable energies

Compared to conventional MT, electromobility has considerable

environmental benefits. On the one hand, local exhaust emissions can be

avoided, which improves air quality, especially in conurbations. On the other hand, electromobility is a climate protection measure, but its full ING effect is only felt when green electricity is used. In the simplest variant, this is often achieved by purchasing green electricity, i.e. through tariff control. With the market ramp-up of electromobility, however, it is becoming

increasingly important to feed charging infrastructure from locally SECTOR COUPL available or additionally installed RE plants and CHPs in order to be able to avoid network expansion in combination with local storage facilities. The accumulator charges at low power over a long period of time in order to charge the electric vehicle at high power for a short period of time. This is an essential lever to avoid network expansion in the medium and long term, which is associated with enormous investment costs. Furthermore, electromobility is the perfect way for operators of the plants to increase their own electricity consumption, which offers a relevant economic advantage.

No. MT-1-4-2

Measure Introduction of a charging management system To keep local grid connection costs low, the controlled charging of electric

vehicles can be a pragmatic solution. On the one hand, this can be done

under certain conditions (all vehicles belong to the same owner) with relatively simple measures such as agreements on which BEV loads when or

the use of timers. A more diverse user structure (e.g. in apartment 24 In the 2nd quarter of 2019, a much more detailed buildings) increases the need for technical solutions (load management). review will be published on accompanying research in Wallbox systems are already established on the market here, which the field of networked communicate with each other and load the BEV accordingly over individual mobility. periods of time.

No. MT-1-4-3

MT Measure Promotion of Smart Grid solutions

In order to establish the load management mentioned in MT-1-4-2 on a

larger scale, smart-grid approaches are required, which could be usefully

applied, for example, in commercial areas or multi-family house quarters.

Through the combination of decentralised local storage facilities and

charging options for BEV, network-related systems can be established by

cushioning load peaks. In addition, the generation of renewable

energies or electricity from CHP plants is generally part of smart grids in

order to achieve economically viable degrees of self-sufficiency from the electricity grid. In the future, the feeding back of electricity from vehicle

batteries - so-called bidirectional charging - is also to be established, for NG example when electricity from renewable energies is scarce or is particularly cheap. At present, the various aspects of this measure still pose major challenges for all players, since individual solutions must always be worked out, which often entail major investments.

SECTOR COUPLI No. MT-1-4-4

Measure Construction of DC charging hubs25

Especially in neighbourhoods with multi-family houses, public charging facilities will not be sufficient to meet the existing demand as the market

develops. So-called charging hubs will probably be one solution. These are

25 Strictly speaking, charging sites with a number of fast charging points, which enable charging charging hubs can only be behaviour similar to today's refuelling process. Charging hubs have the assigned to the sector coupling is guaranteed with electricity advantage that they can be planned at locations with existing network from renewable energies. infrastructure, thus keeping network expansion costs within reasonable From the perspective of a network-related site selection limits. For grid connection reasons, peak loads can be cushioned by large (energy system transformation local storage tanks. Due to high investment costs, clarification of the user in transport), the measure in this brochure was chosen groups (e.g. taxis, commuters etc.) and the resulting dimensioning is because of its thematic relevant right from the start. proximity to sector coupling

Component Motorised traffic

Goal Integration of the EM in urban planning MT

Sub-goal Integration into neighbourhood planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks: There is an oversupply of housing mainly in greater benefits. Nevertheless, it can also lead rural areas, which is why the upgrading of to locational advantages in urban areas. residential buildings there is usually has

Sources TDP CPC MGC LIT neu

0 % 0 % X X

MEASURES INCLUSION IN NEIGHBOURHOOD PLANNING MT-2-1-1 Designation of e-car sharing parking spaces

MT-2-1-2 Upgrading of residential buildings with EM INVOLVEMENT IN QUALITY PLANNING MT-2-1-3 Integration of the EM in new buildings

No. MT-2-1-1

Measure Designation of e-car sharing car parking E-car sharing parking spaces must be located together with the car sharing providers and must be designated by the municipality under the Car- Sharing Act (CsgG). In the neighbourhood planning, the parking spaces should be particularly well visible and accessible on foot without detours by residents and should be comprehensively signposted. In order to encourage use, car sharing should be compared advantageously to MIV. The promotion of car sharing is addressed in more detail in the measures (MT-5-1-1 to MT-5-4-3).

No. MT-2-1-2

MT Measure Upgrading of residential buildings by EM

Residential buildings, especially in areas with an oversupply of living space,

can be made more attractive through the establishment of electromobile

offers. This includes the development of CI for private cars and pedelecs and secure parking facilities, but may also include the development of an e- sharing service.

No. MT-2-1-3

Measure Integration of the EM in new buildings

With the market ramp-up, the need for charging at home and at work will

increase significantly over the next decade. It is therefore particularly

advisable to take electromobility into account in new buildings in order to avoid later retrofitting costs within the home electronics or at the house connection. For new buildings (residential and commercial) in the

neighbourhood, the shift in mobility towards electro- and intermodality

must be incorporated into the planning. CI (for cars and pedelecs), secure parking facilities for pedelecs, CHP or photovoltaic systems (possibly in combination with local storage) to supply the CI and mobility points (with

e-sharing offers) should already be anchored in the concept. Also from the user's point of view there is pressure to act: Mobility routines can be changed more easily, especially when changing place of residence or work, so that in the case of new buildings, particular emphasis should be placed INVOLVEMENT IN QUALITY PLANNING on the early creation of sustainable mobility offers.

Component Motorised traffic

Goal Integration of the EM in urban planning MT

Sub-goal Inclusion the framework planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES INCLUSION IIN THE FRAMEWORK PLANNING

MT-2-2-1 Specification in zoning plans

No. MT-2-2-1

Measure Fixing in development AREAS P R + OF DESIGN

Infrastructure relevant to electromobility (charging points, safe parking facilities for BEVs and pedelecs) can be integrated into development plans. The inhabitants/users of the buildings can benefit from the available space; the infrastructural upgrading may also increase the attractiveness of the properties (see MT-2-1-2).

Component Motorised traffic

MT Goal Integration of the EM in urban planning

Sub-Goal Design of P+R areas

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES DESIGN OF P+R PLACES IN THE SUB-GOAL

MT-2-3-1 Offering special charging tariffs

DESIGN OF P + R AREAS AREAS P R + OF DESIGN No. MT-2-3-1

Measure Offering special charging tariffs

P+R users generally need the parking spaces for several hours during which the used charging point is not available for further use. On the one

hand, this results in the need for lower charging capacities (lower investment), but also the need for special charging tariffs. This can be

achieved on the one hand by free-of-charge/cost-reduced charging, and on the other hand by reducing the charging rate by showing a valid public

transport ticket. Many municipalities already have electronic chip cards as public transport tickets, which could be scanned directly at the charging station if the technical requirements are met. Example of Good Practice EON Park & Ride Pullach offers, after a one-off payment of 17 EUR, a charge card with which 5 hours of free parking and charging can be done. The charging card is also valid for free charging at other EON stations around Munich.

Component Motorised traffic

Goal Electrification of VF MT

Sub-Goal Central fleet management

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks:

The high environmental benefit of this sub-goal results also a in a potential for cost savings through the introduction of a central fleet management system. fleet managers can be partially cross-financed.

Sources TDP CPC MGC LIT neu ET MANAGEMENT

0 % 4 % X

CENTRAL FLE

MEASURES FLEET MANAGEMENT IN THE SUB-GOALS MT-3-1-1 Naming an (E-) fleet manager p. 77 MT-3-1-2 Intensification of vehicle utilisation

No. MT-3-1-1

Measure Naming an (E-) fleet manager

In the function of a fleet manager, all issues of company mobility can be centrally managed and controlled. This concerns operational topics such as vehicle procurement, booking via Intra-/Internet, allocation of BEV for suitable service trips, perception of necessary service appointments, maintenance of vehicle cleanliness and information topics (implementation of instructions for use, preparation of instructions for action, FAQ & driving directions, input for press work etc.) In addition, strategically relevant aspects are bundled, e.g. economic and ecological aspects effects

The aim is to improve the quality of transport, avoid the use of private

cars and diversify the vehicle fleet by using other means of transport from MT two-wheelers to public transport. Numerous institutions offer certified

further training courses for fleet managers.

No. MT-3-1-2

Measure Intensification of vehicle utilisation

In reality, vehicle fleets grow according to the requirements reported by the various departments, which always results in a less than efficient overall

system for managing business trips, which in addition to too many-usually

rare-parking spaces also requires far too many economic resources. A central step on the way to efficient vehicle fleets is the intensification of vehicle utilisation. On the one hand, electric vehicles can only prove their economic potential due to significantly lower operating costs than internal combustion vehicles, and on the other hand the first vehicles can be saved without a detailed fleet analysis. This process can be continued in much greater detail by means of journey book and fleet analyses (MT 3-2 2),which can ultimately lead to comprehensive fleet management and thus not only reduce the size of the fleet but also diversify it (sub-goalMT-3-3)and includes the usefulness of further mobility offers available

CENTRAL FLEET MANAGEMENT (IM-5-1-4).

Component Motorised traffic

Goal Electrification of VF MT

Sub-Goal Diversification of the municipal VF

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct Environmental benefit

General Remarks: In urban areas, air pollution control represents should be noted above all that electrification in a second central incentive for the electrification combination with diversification of the VF of municipal vehicle fleets in addition to the (MT-3-3) is partly possible at neutral costs (life reduction of CO2. It cycle costs).

Sources TDP CPC MGC LIT neu

0 % 4 % X X X

MEASURES ELECTRIFICATION OF THE MUNICIPAL VF IN SUB-GROUPS MT-3-2-1 Development/adaptation of a procurement directive

MT-3-2-2 Performance of log book analyses VF MUNICIPAL THE OF DIVERSIFICATION MT-3-2-3 Meeting target agreements MT-3-2-4 Development of a charging strategy MT-3-2-5 Adaptation of derogations MT-3-2-6 Procurement co-operation with other municipalities MT-3-2-7 Procurement of supply and disposal vehicles MT-3-2-8 Procurement of BEV

No. MT-3-2-1

MT Measure Development/adjustment of a procurement directive

The development or adaptation of a procurement directive is usually only

implemented in medium-sized and large municipalities. The aim is to

declare BEV as a standard vehicle to be procured within the framework of

procurement, by strengthening the environmental benefit in the

procurement criteria accordingly and shifting the economic consideration

from the focus on procurement costs

towards steering towards life cycle costs. At this point, reference should be

made to the "Electromobility guide: Procurement of Electric and Hybrid

Vehicles" of the Alliance for Sustainable Procurement from 2015, which

describes all relevant points for the creation of a procurement directive for BEV and hybrid vehicles. In smaller municipalities, the objective of this measure can be well achieved without the Procurement Directive, but then requires central management of the vehicles (MT-3-1-1).

Example of Good Practice:

26 Cf. https://www. In Hamburg, the so-called "reversal of the burden of proof" in routine THE MUNICIPAL VF VF MUNICIPAL THE hamburg.de/contentblob/4612214/1c1c590ad1f3f- replacement procurement was already introduced in 2014. This means that aa1f2ff6d82db95a913/data/ it is not necessary to justify the procurement of a BEV, but rather the elektromobilitaet-in-hamburg. procurement of an ICV instead of a BEV.26 pdf, accessed on 14.12.2018

No. MT-3-2-2

DIVERSIFICATION OF DIVERSIFICATION Measure Performance of logbook analyses

In a first step, logbook analyses can be used to determine which vehicles that are about to be purchased anyway which have driving profiles that can easily be converted to battery electric vehicles (BEV). As early as 2016, the accompanying research of the model regions in the thematic field of innovative drives and vehicles showed that "the electrical ranges of the vehicles in everyday operation of the fleet tests are far from being exhausted" (cf. BMVI 2015).

For this purpose, the daily mileage is monitored over a period of several months and compared with the winter running times of available BEVs that meet the usage profile. In this way, BEVs can be put to use with minimum effort in order to gain practical experience in real operation and to enable employees to try out new technologies which they are often

reluctant to accept. Internal activation and trial activities are also

recommended for this purpose. MT

If positive experience is gained in this way, the next step is to carry out

departmental or administration-wide logbook analyses of all vehicles. This forms the basis for complete electrification or even comprehensive mobility management (MT-3-1 to MT-3-3).

Example of Good Practice:

An example of a logbook analysis can be taken from the Flein electromobility concept. Here, two of the three municipal vehicles

examined could be electrified without any need for adaptation. In the case

of the third vehicle shown in Figure 14, only one journey would not be possible without intermediate charging - again, this is not an obstacle

27 Flein municipality in practice. In the concept, 20% is deducted from the real range of the Electromobility concept FLei, 2019 Not published vehicle to account for the reduction in range in winter.27

Figure 14: Daily mileage (green) in the study period vs. BEV range (red) (cf. Flein municipality 2019)

DIVERSIFICATION OF THE MUNICIPAL VF MUNICIPAL THE OF DIVERSIFICATION

No. MT-3-2-3

Measure Meeting target agreements

Agreements on targets are a central element of a strategic approach. They are important for setting a fixed time frame for the electrification of the vehicle fleet and planning resources. Although this measure is already suitable for fleets without BEVs, it is best used after initial experience of using the new technology, so that the strategy can be based on practical experience. In addition to its own target agreements, the municipality can also work to ensure that businesses and resident companies make corresponding voluntary commitments.

28 Cf. https://www. Example of Good Practice: starterset-elektromobilität.

MT de/Infothek/Praxisbeispiele/ For example, the city of Munich has set itself the goal of replacing 250 of beschaffung-und-ein- satz-der-elektromobilen-kom- the approximately 600 cars in the municipal fleet with electric vehicles by

munalflotte-in-muenchen, 2023 (diesel vehicles by 2020.28 accessed on 12.12.2018

. MT-3-2-4 No

Measure Development of a charging strategy

In its simplest form, a charging strategy comprises, on the one hand,

organisational specifications as to when which charging point at the

administrative headquarters / depot is reserved for which official and/or

private BEV (only relevant if a charging point is not maintained for each BEV) and, on the other hand, instructions for action if recharging at a public charging point becomes necessary. The latter include an overview of the

charging networks accessible with the existing charging card, a technical manual and relevant billing details, which

also describes the reimbursement of any digital billing via private accounts. Particularly in the initial phase, charging is a challenge for many users, who are reluctant to include it in their daily routine in order to be able to

maintain their usual time schedule. This is one of the central obstacles to the use of BEV in vehicle fleets and therefore requires complete information that is also designed for less frequent users.

No. MT-3-2-5 DIVERSIFICATION OF THE MUNICIPAL VF MUNICIPAL THE OF DIVERSIFICATION Measure Adaptation of derogations

Privileges are often granted to municipal fleet vehicles in the form of exceptional regulations regarding access to traffic-restricted zones. One measure to strengthen electromobility could be to issue exemptions only for vehicles with electric drive systems or even to withdraw existing exemptions for conventional vehicles.

No. MT-3-2-6

Measure Procurement cooperation with other municipalities

Horizontal cooperation with other municipalities as well as vertical cooperation with e.g. administrative districts can help to bundle scarce resources and use them more effectively. Local authorities in rural areas in particular can rely on these

29 Cf. https://difu.de/publi- way create added value as, in addition to more efficient procurement kationen/difu-berichte-22017/ (and, where appropriate, prior application for funding), a majority of interkommunale-koopera- MT tion-wann-profitieren-kom- municipalities are also taking the step towards electromobility. This can munen-und.html, accessed on have positive effects in further steps, e.g. regionally uniform

14.12.2018 charging networks for public CI.29 30 Cf. https://www. tsb-energie.de/fileadmin/ Example of Good Practice Redakteure/ Veranstaltungen/ In 2017, the municipality of Grünstadt-Land (since 1 January 2018 the Energiewende_und_Klima- schutz/2017/Referentenbei- municipality of Leiningerland) procured the following services through an traege/Hr._Stocke__VG_Gru- inter-municipal cooperation with 16 local authorities and municipal enstadt-Land.pdf, accessed on utilities from the Pfälzerwald region 18 electric vehicles and associated 14.12.2018 charging points.30

No. MT-3-2-7

Measure Procurement of supply and disposal vehicles Supply and disposal vehicles often cover well-plannable distances with moderate daily mileage within a municipality, which is why electrification of these vehicles is a good option. At the same time, they are often commercial vehicles whose use causes higher pollutant emissions and noise pollution than passenger cars. It is possible, for example, to use electrical superstructures in hybrid waste collection vehicles or even to switch completely to electrically powered waste collection vehicles. Often several construction vehicles can be easily electrified, e.g. for emptying public waste bins or in the area of green waste/garden maintenance. At building yards, the provision of protected charging points is usually not a problem and the

use of additional renewable energies or the supply by a CHP unit (public VF MUNICIPAL THE OF DIVERSIFICATION transport 3 - 3.

No. MT-3-2-8

Measure Procurement of BEV

The procurement of electric vehicles can be divided into vehicle selection

and awarding. The choice of vehicle is based on the logbook analysis (MT-3-2-2) and the consideration of the intended use (transport purposes

or similar). The framework conditions for the award of contracts are highly

dependent on the scope of procurement. It should be noted that BEV's leasing offers are usually relatively more expensive than ICV's purchase

offers, with lessors pricing in the uncertainty about the resale value of batteries. First long-term experiences are

up to now only for a few manufacturers, where, for example, less than 10%

range loss occurs after 300,000 km (Tesla).31 When purchasing BEV for the MT first time, the installation of charging points is also relevant. As always, it

makes sense to adapt the charging capacity to the actual expected charging

requirements and service life. In many fields of application, a charging capacity of 3.7 kW is sufficient because the vehicles are not nearly empty and

have a long service life, at least at night. Charging capacities above 11 kW are

only necessary in individual cases for fleet vehicles.

Example of Good Practice:

The Freiburg-based Öko-Institut offers an online "cost calculator for

31 electric vehicles" (private and commercial procurement), which calculates co/2018/04/14/tesla-batte- the full costs, cost trends and CO2 emissions of two selectable vehicles ry-degradation-data/,

accessed on 17.12.2018 and compares them.: https://emob-kostenrechner.oeko.de/#/ DIVERSIFICATION OF THE MUNICIPAL VF VF MUNICIPAL THE OF DIVERSIFICATION

Component Motorised traffic

Goal Electrification of VF MT

Sub-Goal Diversification of the municipal VF

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks:

The diversification of the municipal vehicle fleet creates a sustainable environment, but both objectives are part of the goal of electrification of the vehicle fleet. .

Sources TDP CPC MGC LIT neu

20 % 16 % X

MEASURES IN THE SUB-GROUP DIVERSIFICATION OF THE MUNICIPAL VF

MV-3-3-1 Implementing fleet analyses VF MUNICIPAL THE OF DIVERSIFICATION MV-3-3-2 Opening of the municipal VF

MV-3-3-3 Use of e-car sharing

No. MT-3-3-1

Measure Implementing fleet analyses

Fleet analyses always relate to the entire vehicle fleet and serve to identify and exploit efficiency potential. This can be achieved by abolishing individual vehicles by transferring the driving purposes of unused fleet vehicles to other (possibly equally) unused fleet vehicles or other means of transport (bicycles, public transport, car sharing, taxi). For the fleet analysis, route purposes, routes and frequencies, parking spaces and accessibility, reservation modalities (often an employee

is responsible for a vehicle) etc. are analysed It is of central importance that no insurmountable conflicts of use are created by reducing the MT vehicle fleet. Often, however, these result from the fact that employees

are distanced from changes. Ideally, the responsibilities are transferred to

a central unit (MT-3-1-1)

Nr. MT-3-3-2

Measure Opening the municipal VF

Fleet vehicles can be opened both to the public and to a closed circle of users (e.g. employees) for private use after closing time and at weekends. For this purpose, the vehicle can only be offered by an established car- sharing provider during fixed times. This increases the mobility of employees as well as the capacity utilisation and thus the economic efficiency of the vehicles. In the case of BEVs, the use of BEVs can reduce inhibition thresholds and arouse interest in the technology.

Example of Good Practice: As part of the "mobile wins" initiative of the Federal Ministry of Transport and the Federal Environment Ministry, a project in which employees and companies share a BEV was awarded a prize in 2017 and proposed for funding. When purchasing the electric Renault ZOE, the company saves 23%, the employee even about 33% compared to the normal purchase.

VF MUNICIPAL THE OF DIVERSIFICATION

No. MT-3-3-3

Measure Use of e-car sharing

The integration of an external car-sharing provider into the municipal vehicle fleet offers the possibility of saving costs for the maintenance of one's own vehicle and still guaranteeing the flexible mobility of employees (cf. BMVI 2016a: 33). In addition, the use of car sharing by municipal employees serves as a model for citizens. In smaller municipalities, the need to book car-sharing vehicles online is often an obstacle as long as other vehicles are available that can be accessed spontaneously and without booking.

Component Motorised traffic

Goal Promoting e-city logistics MT

Sub-Goal Networking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

10 % 4 %

NETWORKING

MEASURES IN SUB-GOAL NETWORKING MT-4-1-1 Building networks of participants

No. MT-4-1-1

Measure Development of networks of stakeholders

The municipality can promote the creation of e-city logistics by informing

logistics & supply companies in an existing or newly created network of

stakeholders about the advantages and disadvantages, challenges and opportunities of electromobility and multimodality (cars, utilities, freight bikes). It is advisable to bring in appropriate know-how through external

consulting companies. Part of the networking should also be to investigate

the possibilities for the municipality to take supportive action in addition to regulatory restrictions such as entry restrictions for internal combustion vehicles (extension of delivery times for the use of electric vehicles, charging discounts in the urban area, spatial location of microhubs, financial support etc.).

Component Motorised traffic

MT Goal Promoting e-city logistics

Sub-Goal Setting up decentralised depots

Rural Urban areas areas Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES IN SUB-GOAL DEVELOPMENT OF CENTRAL DEPOTS

MT-4-2-1 Development of microdepots

No. MT-4-2-1

BUILDING UP DECENTRALIZED DEPOTS Measure Creation of microdepots

The development of decentralised micro-depots at the edge of inner-city

areas can significantly reduce traffic and noise levels in these areas if further deliveries are made by zero-emission delivery vehicles. The public authorities can initiate the measure and must accompany it intensively; if possible, the areas required for micro-depots should be made available by the municipality. Example of Good Practice The city of Heidelberg (Office for Traffic Management) is currently managing the project "Intelligent City Logistics Old Town". “This is intended to adjust the delivery traffic in the old town on the very last mile. The aim is to reduce road traffic and switch to electric freight bikes: The plan is that parcel service providers, direct suppliers or freight forwarders will no longer bring their goods to the front door by car or delivery van, but to central storage locations (micro-depots) near the old town. There the goods are to be reloaded on electrical

32 Cf. https://www. freight bikes and delivered. It also checks whether the recipients can heidelberg.de/hd,Lde/HD/ collect their parcels from the micro-depots themselves. Participation in the seCice/12_12_2018+bundes- research project is voluntary. If the pilot phase is successful, the project MT umweltministerium+zeichne- 32 te+heidelberger+projekt+_in- can be transferred to regular operation“

telligente+city-logistik+alt- stadt_+aus.html, accessed on 07.12.2018

BUILDING UP DECENTRALIZED DEPOTS

Component Motorised traffic

MT Goal Promoting e-city logistics

Sub-Goal Privileged status

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General notes: The financial expenses assessed as low relate to derogations’ In rural areas the measures the verification of compliance with presented may not be appropriate.

PRIVILEGATION Sources TDP CPC MGC LIT neu

0 % 4 % X

MEASURES IN THE SUB-GOAL PRIVILEGES MT-4-3-1 Extension of delivery times MT-4-3-2 Granting derogations MT-4-3-3 Creation of an environmental zone

No. MT-4-3-1

Measure Extension of delivery times

In city centres there are often limited delivery times to ensure noise protection for residents. These delivery times can be extended for the electromobile delivery service, as engine noise is eliminated. The extension of the delivery time windows can be to the evening hours in the case of predominantly private deliveries. Deliveries to predominantly shops can also be increasingly made in the morning or even at night. This creates a competitive advantage for delivery services with a fleet of BEVs and freight bikes.

The use of time-controlled bollards or the marking of low-noise vehicles

with a green "G" (in accordance with Annex XV to § 49 Paragraph 3 of the MT StVZO) can reduce the additional administrative work involved in

monitoring compliance. See also C-5-3-1.F

No. MT-4-3-2

Measure Granting of derogations

E-delivery traffic can be promoted by granting exemptions, e.g. by granting

permission for night delivery or the use of bus lanes for electrically

powered delivery vehicles. This creates a Competitive advantage for e-delivery vehicles, which must, however, remain equally accessible to all companies by purchasing an e-delivery vehicle. In addition, in cities where diesel driving bans are in place, the issuing of exemptions for diesel delivery vehicles can be avoided.

PRIVILEGATION

No. MT-4-3-3

Measure Establishing an environmental zone

Through the setting up of a low emission zone, local zero-emission delivery vehicles can be privileged. Environmental zones can only be established if air quality limit values are not met. Traffic restrictions of this kind are permitted under Article 40 of the Federal Immission Control Act if a clean air plan provides for this. Air pollution control plans must be drawn up pursuant to § 47 BImSchG if limit values (including NOX) are exceeded.

Component Motorised traffic

MT Goal Promoting e-car sharing

Sub-Goal Creation of framework conditions

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks: The following presentation is taken from the BMVI city survey (2019) described in Chapter 1.1 Priority promotion of e-car sharing by municipalities. Of the 494 active local authorities surveyed on the

provision of parking spaces with charging facilities (77 responses) and 474 without charging facilities CONDITIONS answered the question on the promotion of the e-car (28 responses) and the integration of e-car sharing, see Figure 15. Of these, 73% of the vehicles are shared in municipal or commercial vehicle fleets two thirds not active Only 27% promote e-car sharing (51 references). Also the promotion through the present or planned use already of vehicles in e-car sharing can be found (32 referencesAI 2019) Figure 15 is of secondary importance: Promotion of e-car sharing in financial promotion of e-car sharing providers active municipalities (cf. BMVI 2019) (13 mentions).

CREATING FRAMEWORK 73 %, 338 no funding available or planned

15 %, 70 funding available

12 %, 53 funding planned for next year

Sources TDP CPC MGC LIT neu

0 % 4 % X

MEASURES IN SUB-GOAL CREATION OF FRAMEWOKR CONDITIONS

MT-5-1-1 Integration in competitions/calls for tender MT

No. MT-5-1-1

Measure Integration in competitions/calls for tender

In the course of urban development calls for tender or competitions, the location or development of e-car sharing can be included in the catalogue of requirements. This ensures that e-car sharing is already taken into account in the planning phases and thus receives central, clearly visible parking spaces in the residential area or at relevant transfer points.

CREATING FRAMEWORK CONDITIONS

Component Motorised traffic

MT Goal Promoting e-car sharing

Sub-Goal Procurement

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks:

The procurement of e-car sharing vehicles is often not a professional car-sharing service, but it is a useful sub-goal to become active in rural areas. PROCUREMENT

Sources TDP CPC MGC LIT neu

0 % 8 % X

MEASURES IN SUB-GOAL PROCUREMENT MT-5-2-1 Acquistion of BEV MT-5-2-2 Procurement of a citizen´s car

No. MT-5-2-1

Measure Procurement of BEV

The measure refers to the fact that a municipality itself procures a vehicle and initiates the car-sharing operation - e.g. in the form of an association or through personal management by a caretaker. Before the municipality procures a BEV for car sharing, alternative possibilities such as the involvement of a professional operator should always be examined. However, the economic operation of car sharing in rural areas remains a challenge, which is why commercial operators often avoid it. This measure can therefore only be useful in rural areas

No. MT-5-2-2

Measure Procurement of a citizens' car MT

A citizens' car is not car sharing in the concrete sense, but a form of

community transport, which is also taken up in public transport 6-1-1. The citizens' car is specifically an (electric) car, which is party funded by an

association and (partly) financed by donations. The measure is a good way of ensuring inexpensive individual mobility, which is why it was assigned to

car sharing with a focus on MT. Local municipalities can promote/co-fund the financing of the citizens' car, take over partial financing or work

towards the creation of the association. This measure is particularly useful

in rural areas, where public transport often cannot be operated cost-

effectively during certain times of the day.

Example of Good Practice:

"Rechi" is the name of the e-citizen car in Rechberghausen, a PROCUREMENT

33 Cf. https://www. municipality in the district of Göppingen. For 1.50 euros, citizens rechberghausen.de/index. can reach any destination in the Rechberghausen area with the php?id= 316, access on 07.12.2018 Nissan e-NV200 after registering by telephone; 30 such tickets are also available for 22 euros

Component Motorised traffic

MT Goal Promoting e-car sharing

Sub-Goal Privileged status

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks:

The Electric Mobility Act (EmoG) and the Carsharing Act (CsgG) have created the necessary conditions.

PRIVILEGATION Sources TDP CPC MGC LIT neu

0 % 0 % X X

MEASURES IN T HE SUB-GOAL PRIVILEGES MT-5-3-1 Free parking MT-5-3-2 Designation of e-car sharing car parking

No. MT-5-3-1

Measure Free parking

Based on the provisions of the Electromobility Act (EmoG) and the Carsha ring Act (CsgG), local authorities can exempt public car parks both BEVs and car-sharing vehicles from parking fees for certain parking periods or completely. This is particularly recommended In attractive locations (highly visible, short footpaths) to promote EM and IM visibly. The measure requires an existing parking management system.

No. MT-5-3-2

Measure Designation of e-car sharing car MT parking

E-car sharing parking spaces must be located together with the car sharing

providers and must be designated by the municipality under the Car- Sharing Act (CsgG). In neighbourhood planning, the parking spaces should be particularly clearly visible and accessible on foot without detours by residents, and should be comprehensively signposted to avoid obstacles to

use.

PRIVILEGATION

Component Motorised traffic

MT Goal Promoting e-car sharing

Sub-Goal ecological evaluation

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES IN SUB-GOAL ECOLOGICAL ASSESSMENT

ECOLOGICAL EVALUATION MT-5-4-1 Use of traffic monitoring

MT-5-4-2 Consideration of eco-labelling MT-5-4-3 Building certification and car sharing

No. MT-5-4-1

Measure Use of traffic monitoring

No. MT-5-4-2

Measure Consideration of eco-labelling

(E-)car-sharing providers certified by eco-labels are preferred, e.g. when choosing an operator for car-sharing to supplement the municipal vehicle fleet.

No. MT-5-4-3

Measure Building certification and car sharing MT

(E-)car sharing is taken into account in the building certification of the

German Sustainable Building Council (DGNB) or in the Sustainable Building Assessment System for Federal Buildings (BNB). This can be made a condition in calls for tender/contracts (MT-5-1-1) to promote the combination of sustainable living/working with environmentally friendly mobility. Independent of such requirements, the municipality can inform/

activate investors and developers in this respect.

EVALUATION ECOLOGICAL

100

Component Motorised traffic

MT Goal Information and activation

Sub-Goal Provision of information

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

10 % 12 % X X

MEASURES IN SUB-GOAL PROVISION OF INFORMATION MT-6-1-1 Provision of information on alternative drives

MT-6-1-2 Informing about available CI MT-6-1-3 Preparation of an EM manual

MT-6-1-4 Implementation of target group-specific image campaigns

PROVIDING INFORMATION MT-6-1-5 Introduction of a new citizenship package

No. MT-6-1-1

Measure Provision of information on alternative drives

Providing information on alternative propulsion systems is the first step towards achieving sustainable changes in citizens' mobility behaviour. The municipality can organise expert lectures (plus subsequent press coverage) and issue/display printed information and make information available online. As regards content, at least information on technology, promotion and environmental benefits should be provided. In any case, its activities in the field of EM should be widely communicated (online/offline).

101

Nor. MT-6-1-2

Measure Informing about available CI MT

The range fear of BEV users can be effectively counteracted by providing

information via existing CI. Information on CI within the municipality and in neighbouring municipalities should be made available both digitally

(e.g. on the website and/or in relevant apps) and in paper form in order to reach as many user groups as possible. It should contain information on

costs, accessibility, locations, loading services, availability and operating times of the loading points. Real-time data has the advantage here that

disturbances can be recorded directly in apps, for example. To this end, the transfer of relevant information to relevant roaming and

app providers must be clarified with the operator.

No. MT-6-1-3

Measure Production of an EM manual

Municipalities that have already made progress in the implementation of the RMATION

EM should inform their citizens about the (stage) goals achieved and offers set up (e.g. charging points for BEV and pedelecs, billing systems, sharing

systems, e-public transport, mobility brand, electrification of their own vehicle fleet, established networks, etc.) At the same time, it is also possible to

access general topics such as the available technologies, vehicles, roaming PROVIDING INFO networks, wallboxes, funding opportunities, etc. Larger municipalities are

more likely to take action themselves, while smaller municipalities should launch initiatives at district level.

No. MT-6-1-4

Measure Implementation of target group-specific image campaigns

In addition to general image campaigns, which, for example, promote

public transport for all users in the same way, target group-specific image campaigns can be used when a new service is introduced or an existing

service does not have the expected number of users. Target groups can be chosen freely (e.g. commuters, young people, the elderly, residents, tourists,

etc.) This can be done on the basis of a target group analysis by identifying obstacles to the use of an existing or potential mobility offer through surveys. Then

102

it is easy to work out how to address the relevant user group: It may be that promotional offers, test campaigns or on-site appointments (demonstrations) are MT effective or a different branding is required; it may also be necessary to start

earlier, namely on the awareness of potential users.

No. MT-6-1-5

Measure Introduction of a new citizenship package

Packages for new citizens are already being issued by many municipalities to new residents on initial registration. These always contain a wide range of information on the new living environment as well as vouchers to encourage the use of existing offers. Relevant information on existing (sustainable) mobility offers should always be provided in new citizens'

packages. In addition, it is advisable to include trial tickets/vouchers for

public transport or travel credits/free registrations with (e-)car sharing

providers. Care must be taken to ensure that no sharing provider gains a ATION

competitive advantage from the voucher. PROVIDING INFORM

103

Component Motorised traffic

Goal Information and activation MT

Sub-Goal Creation of trial offers

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 8 % X

MEASURES IN SUB-GOALP TRIAL OFFERS MT-6-2-1 Implementation of a day of action

MT-6-2-2 Temporary trial offers

OFFERS TEST OF CREATION

No. MT-6-2-1

Measure Implementation of a day of action

The importance of self-testing is of the utmost relevance in new

technologies. An "Electromobility" or "Sustainable Mobility" action day enables citizens to get to know and try out new mobility offers and

technologies for themselves. The day of action should take place at as central a location as possible in the municipality and at best in conjunction

with another event such as a town or village festival. All relevant stakeholders should be invited to present their concepts and, where

appropriate, offer test rides (local car sharing, bike sharing and MaaS providers, car and bike shops, bike clubs, public utilities/network

operators, environmental protection associations, active companies and the local press). Additional offers such as competitions increase

participation and interest in the event. The one-off implementation of this measure is not sufficient.

104

Example of Good Practice:

The BMVI's free electromobility roadshow is an offer that can be integrated

MT into such an action day at an early stage. It informs citizens about

electromobility in Germany and supports municipalities in getting started.

Since 2014, the electric mobility roadshow has already stopped in over 70 cities throughout Germany. In this way, the roadshow optimally supplements action days with information on all aspects of electromobility and increases the effectiveness of the press.34

Figure 16: The electromobility roadshow in Putbus on 21 October 2018 (cf. NOW GmbH 2018)

34 Booking requests and dates at www.roadshow- elektromobilität.de

CREATION OF TEST OFFERS OFFERS TEST OF CREATION No. MT-6-2-2

Measure Temporary trial offers

It is easier to overcome inhibitions and prejudices if you can try out the corresponding offers yourself. Here, in addition to short offers as part of an action day (MT-6-2-1), the municipality can also encourage longer free registration or usage periods with e-car sharing or pedelec sharing providers. Care must be taken to enable all providers to participate.

Example of Good Practice With the ePendler trial offer, several randomly selected commuters in project regions of different sizes have already been equipped with electric vehicles free of charge for a longer test period (from one working week to several months) in order to experience the existing suitability for everyday life in the long term. Since 2013, the project has been implemented, for example, in Schwäbisch Gmünd, Leipzig, and various municipalities in Hesse and Schleswig-Holstein. Broad local and regional public relations work is also always carried out.

105

Component Motorised traffic

Goal Information and activation MT

Sub-Goal Offering advice and training

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit d irect direct

General remarks:

In the MT component, a wide range of consulting advice to citizens and businesses on how to set

focal points can be identified. The measures up CI in the private sphere must always be included reflect the most relevant ones. Setting examined individually.

priorities, for example, within the framework of OFFERS independent

Sources TDP CPC MGC LIT neu

TRAINING 0 % 0% X X

AND

MEASURES IN SUB-GOAL OFFERING ADVICE AND TRAINING

MT-6-3-1 Offering a cost calculator MT-6-3-2 Implementation of training courses MT-6-3-3 Deployment

No. MT-6-3-1 OFFERING CONSULTING

Measure Offering a cost calculator

A cost calculator for the purchase and operation of a BEV helps citizens to make an informed decision. The municipality does not have to provide the calculator itself. The cost calculator can be integrated into the municipal website and published in the official journal.

106

Example of Good Practice: The Öko-Institut e.V. has already set up such a calculator as part of the MT accompanying and impact research of the Electromobility Showcase; it can

be accessed at https://emob-kostenrechner.oeko.de/#/.

No. MT-6-3-2

Measure Implementing training

Training courses that show and communicate the differences between ICV and BEV can reduce inhibitions about using the new technology and increase interest in alternative drives. Local municipalities should use their own BEVs or integrate driving schools, car sharing providers and fleet

managers. It is relevant to give all commercial providers the same

opportunity to participate and to clearly communicate that the training does not include certificates or similar. Ideally, training courses should take place in public spaces with marked BEVs in order to also achieve a OFFERS publicity effect. This can motivate more citizens to try the service.

Example of Good Practice:

In the course of the Real Laboratory for Sustainable Mobility Culture, TRAINING which carries impulses from research into civil society from the

University of Stuttgart, information modules on electromobility and AND sustainable mobility were developed with driving schools, which are incorporated into the training of learner drivers.

No. MT-6-3-3

Measure Deployment of a transport pilot

In some cases, municipalities or rural districts bundle information on all funding opportunities relevant for citizens and companies at a central

point. These bodies, known as funding controllers, are a good way of OFFERING CONSULTING highlighting funding programmes at all levels, from local, state and federal to EU level, and helping with applications. Care must be taken to ensure that new funding pilots are as up-to-date as existing ones in the context of electric mobility and intermodality.

Example of Good Practice In the Ortenau district, as part of a staff unit at the district administrator, the funding controller provides information on all relevant funding opportunities in the field of electromobility.

107

Component Motorised traffic

Goal Information and activation MT

Sub-Goal Marketing

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

TING

Sources TDP CPC MGC LIT neu

0 % 8 % X X M

MEASURES IN SUB-GOAL M A R K E T IN G MT-6-4-1 Development of a logo

No. MT-6-4-1

Measure Development of a logo

The recognition value of all electric mobility offers and publications should be strengthened by a trademark. This makes the municipal efforts in this area visible to residents and visitors. The logo can be effectively introduced to the public, e.g. at an action day for sustainable mobility.

Example of Good Practice Under the brand name "Einfach mobil", citizens and visitors to Openburg can use car and bike-sharing services. In addition to the brand name, the offers are accessible via a multimodal card (IM-1-1-4).

108

Component Motorised traffic

MT Goal Information and activation

Sub-Goal Promoting

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 4% X

ADVANCEMENT

MEASURES IN SUB-GOAL PROMOTION MT-6-5-1 Creation of target group specific offers MT-6-5-2 Promotion of associations

No. MT-6-5-1

Measure Creation of target group specific offers

Specific offers are designed for special target groups (e.g. young families in assemblies), combining sustainable housing and mobility concepts. This could, for example, be an exclusive car-sharing offer for residents whose running costs are integrated in the service charges or where credits are granted to public transport season ticket holders. This can help to bundle the demand for environmentally friendly housing and forms of living and to place marketable offers. In addition, cross-company effects can be achieved if, for example, several municipal enterprises (municipal utilities, housing construction, local transport) are involved in the development of services. Such target-group-specific concepts can possibly serve as models for similar follow-up projects.

109

No. MT-6-5-2

Measure Promotion of associations MT

The support for associations in the municipality can be supplemented by

support for the purchase of electrically powered vehicles. For example, it is possible to electrify carnival processions. In principle, municipalities are free to provide support within the limits of their financial capacity. The

municipal budget law and, of course, state aid law must be observed.

ADVANCEMENT

110

Component Motorised traffic

MT Goal Privileged status of BEV

Sub-Goal Preferential access

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks: ESS The measures listed here only make sense in urban areas.

Sources TDP CPC MGC LIT neu

0 % 4 % X

ACC THE PRIVILEGING MEASURES IN SUB- GOAL PRIVILEGED ACCESS MT-7-1-1 Privileges in inner city areas

MT-7-1-2 Introduction of a city toll system

No. MT-7-1-1

Measure Privileged status in inner city areas

Inner city areas in large and medium-sized cities are often affected by air pollution, which could be reduced by zonal entry restrictions for ICVs or the privileging of BEVs.

111

No. MT-7-1-2

Measure Introduction of a city toll MT

The introduction of a congestion charge is a concrete variant of privileged

access in inner city areas (MT-7-1-1). Within the framework of a city toll, vehicles with e.g. higher emission values only receive access rights against payment.

Example of Good Practice: So far, no city toll has been implemented in Germany, as there are legal hurdles in this country. However, several European cities are working with the congestion charge, a very well-known example is London. A city centre toll of £11.50/day is charged here on weekdays between 07:00-18:00. In addition, an emission charge of £10/day is levied to improve air quality, which can be reduced and avoided depending on the emission value of the vehicle. There are exceptions e.g. for residents, motorbikes, emergency

vehicles and vehicles with alternative drive systems. PRIVILEGING THE ACCESS ACCESS THE PRIVILEGING

112

Component Motorised traffic

MT Goal Privileged status of BEV

Sub-Goal Privileged parking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General Remarks: The EmoG and the CsgG provide the legal advantages. This can be partly offset by the framework for implementing the proposed revenue generated. Thus, the measures are to be measures. At the same time, parking offences assessed against the background of an existing should be sanctioned in order to allow BEV parking management system. users to benefit from their

Sources TDP CPC MGC LIT neu

PRIVILEGING THE S PARKING PARKING S THE PRIVILEGING 20 % 20 % X

MEASURES IN SUB-GOAL PRIVILEGED PARKING MV-7-2-1 Creating parking spaces with CI MV-7-2-2 Free parking MV-7-2-3 Parking discounts for BEV and sharing vehicles MV-7-2-4 Designation of P+R parking spaces MV-7-2-5 Creation of parking spaces for e-car sharing vehicles MV-7-2-6 Fines for illegal parking

113

No. MT-7-2-1

Measure Establishment of parking spaces with CI MT

Municipal parking spaces on which CI is installed should be reserved for

loading BEVs. In this way it can be avoided that ICVs park at the charging possibilities and fully charged BEVs clear the charging point. In this context, correct signposting of the CI parking spaces is relevant. Examples can be

seen in Figure 17. Positive signposting is particularly recommended if the

parking area is already being managed. In addition, full-surface coloured ground markings are recommended, which use the symbol of the charging electric vehicle again.

Figure 17: Positive (left) and negative (right) signposting of CI parking spaces35 (own representation according to FUAS 2017)

35 Detailed information and experience of the signposting at Frankfurt University of Applied Sciences (FUAS) 2017: Recommendations for the designation of public

charging infrastructure In: PRIVILEGING THE S PARKING PARKING S THE PRIVILEGING https://www.frankfurt- university.de/fileadmin/ standard/Hochschule/ Fachbe- reich_1/FFin/ Neue_Mobilita- et/ Veroeffentlichungen/2017/ Frankfurt_UAS_- _Empfehlun- gen_fuer_die_ Ausweisung_von_oeffentlich er_Ladeinfra- struktur.pdf, accessed on 10.01.2019 No. MT-7-2-2

Measure Free charging

During the introductory phase of electromobility, free charging for a fixed period of time is a useful activation measure. On the one hand, this can be realised for all users, but also special user groups can be promoted, e.g. the taxi industry. The implementation of the measure is easier for municipalities with their own public utilities.

114

No. MT-7-2-3

MT Measure Parking discounts for BEV and sharing vehicles

Parking discounts or the waiver of parking fees on public parking spaces for

BEV and (e-)sharing vehicles are made possible by the Electric Mobility Act (EmoG) and the Carsharing Act (CsgG). It should be noted that both

privileges can also be combined. In particular, the reduction or availability

of parking spaces in prime locations can create incentives to switch to BEV or e-car sharing. This mainly concerns parking spaces near the city centre and at mobility stations.

No. MT-7-2-4

Measure Designation of P+R parking spaces The designation of new P+R areas serves to redirect commuter and shopping traffic in front of the conurbation from MIV to local public transport and, if necessary, other MaaS services. The starting point is a survey of traffic planning potential for dimensioning the P+R areas. The implementation includes construction measures, comprehensive

signposting and inclusion in information systems (dynamic signposting, PRIVILEGING THE S PARKING PARKING S THE PRIVILEGING online services, etc.). Planning should always take place in a regional context.

No. MT-7-2-5

Measure Creation of parking spaces for e-car sharing vehicles In addition to discounts on public parking spaces for e-car-sharing vehicles, it is also possible to reserve parking spaces exclusively for use by e-carsharing vehicles. For this purpose, new parking spaces can be designated or existing ones can be rededicated. This makes e-car sharing much more attractive, convenient and visible in the street view.

115

No. MT-7-2-6

Measure Fines for illegal parking MT

If there are parking spaces reserved exclusively for BEV in the municipality,

compliance with this privilege must be checked continuously. This requires training of staff and the provision of an up-to-date list of fines for parking

offenders.

PRIVILEGING THE S PARKING PARKING S THE PRIVILEGING

116

5.2 Public transport module:

Transportation

Organizational anchoring Information and activation Development of charging infrastructure (CI) Procurement of e-buses Inclusion of EM in urban planning. Electrification of collective transport

117

Component Local public transport

Goal Organisational anchoring PT

Sub-Goal Identification of potential

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu TENCIAL

0 % 0 % X

MEASURES IN SUB-GOAL DETERMINING POTENTIAL DETERMINING PO PT-1-1-1 Implementing pilot projects PT-1-1-2 Analysis of electrification potential

PT-1-1-3 Setting an electrification quota for public transport

No. PT-1-1-1

Measure Implementing pilot projects

Within the framework of pilot projects, transport operators can gain initial experience with e-buses The acquisition costs remain manageable and the charging behavior, range and suitability for everyday use can be tested. Tests over longer periods of time on different lines are recommended.

Example of Good Practice In February 2018, VAG Verkehrs-Aktiengesellschaft Nuremberg purchased its first electric bus. After successful test runs without passengers, it was additionally used on individual bus lines in the following weeks. The bus then went into regular service in March. Further e-buses are to be procured from 2020.

118

No. PT-1-1-2

Measure Analysis of electrification potential

Based on the analysis of the funding situation (PT-4-1-1), it is

recommended to analyse the electrification potential of selected lines in order to be able to implement pilot projects (PT-1-1-1). According to initial experience, the measure can also include the determination of potential for the entire vehicle fleet in order to be able to issue electrification quotas (PT-1-1-3).

LUN G No. PT-1-1-3

Measure Setting an electrification quota for public transport

Personnel and financial resources are needed to consistently increase the proportion of emission-free, electrically powered buses. These are only available in the medium term if planning reliability is created through

strategic objectives. The objective should also specify whether for the supply of electricity for the E-buses electricity can be obtained from renewable sources or it own capacities need to be built up. Apart from

maximising the environmental impact, there may be network-specific

POTENCIAL DETERMINING

reasons for this, see PT-3-3-1.

36 Cf. https://www.hamburg. de/contentblob/4479010/0e0d- Example of Good Practice: c965584486bf76aa1a974471f843/ Building on the experience of the "Innovation Line 109" between data/download-koalitionsver- Hauptbahnhof and Alsterdorf, in April 2015 the Free and Hanseatic City of trag-2015.pdf;jsessionid= 5433 31354814D4B031078737E41C3 Hamburg laid down in the Red-Green coalition agreement: "From 2020 4C8.liveWorker2, accessed on Hamburg will only purchase emission-free buses.“36 14.12.2018

119

Component Local public transport

Goal Organisational anchoring PT

Sub-Goal Networking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

NETWORKING

MEASURES IN SUB-GOAL NETWORKING PT-1-2-1 Building networks of participants

No. PT-1-2-1

Measure Development of networks of stakeholders

As local municipalities are generally not the operators of public transport, they can only promote its electrification by awarding new concessions. But even during ongoing concession contracts, the municipality can play an activating role and initiate a working group that brings together local stakeholders. The objective of such networks of stakeholders is to identify local needs for action and challenges. This is the first important step towards addressing e-public transport at local level. In addition to municipal representatives, the transport company and the network operator, external experts, e.g. from manufacturers or engineering offices, must be consulted on specific topics. By enabling direct consultation, procedures and decisions can be determined or brought about directly.

Example of Good Practice:

In the electromobility concept of the district of Gießen, a climate

37 Cf. telephone suCey protection and energy advisory board for the electrification of public within the framework of accompanying research 2018 transport was formed, which includes energy suppliers, bus operators, the Federal Association for E-mobility, the political level and

universities.37

120

Component Local public transport

Goal Organisational anchoring PT

Sub-Goal Central fleet management

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks:

On the subject of public transport operation, the role of the municipality (possibly through its own

operation) differs from that of (large) cities and municipalities in rural areas. In metropolitan areas,

public transport is usually awarded to private operators by concession.

Sources TDP CPC MGC LIT neu

0 % 4 % X X

CENTRAL FLEET MANAGEMENT

MEASURES FLEET MANAGEMENT IN THE SUB-GOALS PT-1-3-1 Depot management for electric bus fleet

No. PT-1-3-1

Measure Depot management for electric bus fleet

A steady increase in the number of e-buses will result in strategic questions about loading concepts, services and locations, which in turn will make it necessary to establish concrete organisational links with the depot. In addition to the existing tasks (ensuring efficient processes at the depot, ensuring automatic optimisation of vehicle scheduling and the overall optimisation of vehicle deployment across different depots), this includes the spatial location of the charging process, the control and management of the charging process, the control of the vehicle scheduling and the control

121

of the electrical output of individual chargers to protect against overload of the electrical infrastructure as well as the integration of the charging

requirements in the control and monitoring of the energy supply at the

bus depot.

Example of Good Practice:

The Hamburger Hochbahn AG identified as requirements for the

38 Cf. Burkhardt, Jörg: electricity network, in addition to an adequate and secure energy The electric bus strategy of Hamburger Hochbahn AG, supply, that its existing network connections at depots are too small (lecture) accompanying for a large number of E-buses (< 1 MTA). The required connection research "Networked mobility", capacities of the depots vary from BMVI, 3 to 15 MW.38

11 October 2018

CENTRAL FLEET MANAGEMENT

122

Component Local public transport

Goal Information and activation PT

Sub-Goal Provision of information

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 4 % X X

MEASURES IN SUB-GOAL PROVISION OF INFORMATION PT-2-1-1 Provision of background information on electric and hybrid buses

PT-2-1-2 Implementation of target group-specific image campaigns

PT-2-1-3 Development of an EM manual PROVIDING INFORMATION PT-2-1-4 Development of a communication strategy

No. PT-2-1-1

Measure Provision of background information on electric and hybrid buses

In the course of public transport electrification, it is advisable to inform customers and citizens about the challenges ahead. The aim is to communicate goals and ways to achieve them, describe the organisational and economic effort involved and present the general technological and ecological framework conditions of electric and hybrid buses. The information should be prepared in an easily understandable way and suitable for various media (e.g. posters, screens in the buses) The acceptance of new technologies can be increased by improving their understanding.

123

No. PT-2-1-2

Measure Implementation of target group-specific image campaigns

In addition to general image campaigns, which, for example, promote public

transport for all users in the same way, target group-specific image campaigns can be

used when a new service is introduced or an existing service does not have the expected number of users. Target groups can be chosen freely (e.g. commuters,

young people, the elderly, residents, tourists, etc.) This can be done on the basis of a target group analysis by identifying obstacles to the use of an existing or potential

mobility offer through surveys. It is then easy to work out how to address the relevant user group: It may be that promotional offers, test campaigns or on-site

appointments (demonstrations) are effective or a different branding is required; it may also be necessary to start earlier, namely on the awareness of potential users.

No. PT-2-1-3

Measure Production of an EM manual INFORMATION

Municipalities that have already made progress in the implementation of the EM should inform their citizens about the (stage) goals achieved and offers

set up (e.g. charging points for BEV and pedelecs, billing systems, sharing PROVIDING systems, e-public transport, mobility brand, electrification of their own

vehicle fleet, established networks, etc.) At the same time, it is also possible to access general topics such as the available technologies, vehicles, roaming

networks, wallboxes, funding opportunities, etc. Larger municipalities are more likely to take action themselves, while smaller municipalities should

launch initiatives at district level.

No. PT-2-1-4

Measure Development of a communication strategy

The above-mentioned measures PT-2-1-1 to PT-2-1-3 can - especially in conurbations or at a higher (district) level - also be embedded in a higher-level communication strategy, which can contain additional activation elements such as the promotion of bicycle transport or other content described in the IM module.

12 4 124

Component Local public transport

Goal Information and activation PT

Sub-Goal Offering advice and training

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 4 % X X OFFERS

MEASURES IN SUB-GOAL OFFERING ADVICE AND TRAINING TRAINING PT-2-2-1 PT- Implementation of internal training courses

AND 2-2-2 Offering mobility advice to schools PT-2-2-3 Providing mobility advice for senior citizens

No. PT-2-2-1

Measure Implementation of internal training courses

Training and further education regarding e-public transport can be

pursued with three objectives. Firstly, a better advisory service for citizens OFFERING CONSULTING can be targeted, this mainly concerns municipal employees. Secondly, at various points in the course of public transport electrification, training courses for employees in the workshops of transport companies are relevant in order to qualify them for handling high-voltage technology. And thirdly, the use of e-buses requires training of the driving personnel, since the energy consumption of e-buses is strongly dependent on driving and braking behaviour.

125

No. PT-2-2-2

Measure Offering mobility advice to schools

Many children and young people are driven to school every day by one

parent in little used cars. Mobility counselling at schools for parents and

their children can help to address the environmental and space problems of the "parental taxis" and show more sustainable alternatives. For smaller children, many schools have, for example, a "walking bus". The children are

picked up by one or more accompanying persons and go to school together.

The electrification of the school route can be implemented by using pedelecs or driving an e-school bus.

No. PT-2-2-3 OFFERS Measure Providing mobility advice for senior citizens

New technologies, such as smart card check-in for public transport, can

make everyday life easier, but they are often an obstacle for people with TRAINING little technical knowledge to use them. Senior citizens in particular, who did

not grow up with computers or smart phones, often have difficulties in AND using these new technologies and integrating them into their everyday life. In addition, the use of public transport becomes more difficult for older people, as physical and mental limitations impair orientation and coordination. Against this background, it makes sense to offer mobility advice specifically geared to senior citizens on the use of ticket machines and digital booking systems in public transport in order to maintain social participation for longer. See also C-8-3-2.F Example of Good Practice:

The Aachener Straßenbahn und Energieversorgungs-AG (ASEAG) offers OFFERING CONSULTING mobility consultations for senior citizens within the framework of the so- called mobility consultation hours. The Hamburger Verkehrsverbund (HVV) conducts 90-minute training courses on using automatic services, safety/orientation and the use of rollators in public transport; if necessary also outside the company (at companies etc.).

126

Component Local public transport

Goal Setting up CI PT

Sub-Goal Identification of potential

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks: On the subject of public transport operation, the role of the municipality (possibly through its own

operation) differs from that of (large) cities and municipalities in rural areas. In metropolitan areas, public transport is usually awarded to private operators by concession.

POTENTIAL DETERMINATION Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES IN SUB-GOAL DETERMINING POTENTIAL PT-3-1-1 Dimensioning and localisation PT-3-1-2 Cooperation with the network operator

No. PT-3-1-1

Measure Dimensioning and localisation

As e-buses can be conceptually operated by combining different charging strategies (opportunity charging at stops vs. overnight charging at depots), the IC to be used and its location and dimensioning (loading capacity) is largely determined by the overall strategy. The type and location of the required IC must be determined before the buses are purchased.

127

No. PT-3-1-2

Measure Cooperation with the network operator PT

If several E-buses are charged at the same time (e.g. overnight), sufficient

network capacities must be realised at the depots in cooperation with the network operator. This can quickly make it necessary to establish a medium voltage connection, which is associated with additional costs.

Alternatively, the installation of a CHP on the depot may be appropriate.

POTENTIAL DETERMINATION

128

Component Local public transport

Goal Setting up CI PT

Sub-Goal Procurement of CI

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit OF

General remarks: If a transport company operates buses with & repair) as well as know-how. This is a major different drive concepts, several infrastructures challenge, especially for small and medium-sized (tank/loading infrastructure, spare parts enterprises.

PROCUREMENT Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES IN SUB-GROUP PROCUREMENT OF CI PT-3-2-1 Implementation of the procurement procedure

No. PT-3-2-1

Measure Implementation of the procurement procedure

The fast-charging infrastructure for e-buses required for opportunity charging has charging capacities of 150kW-300 kW (and more in the medium term), which requires enormous investment costs (approx. 115,000

to 500,000 EUR per charging station).

Overnight charging, on the other hand, can be realised with lower charging 39 Cf. Working group capacities of 30-35 kW, which also results in significantly lower investment costs (approx. 25,000 to 40,000 EUR per charging station). Here, however, Status Report 2015/16 Hybrid and Electric Bus additional costs may arise for establishing a connection to the medium- Projects in Germany p. 124 voltage grid.39 ff.) http:// edok01.tib.uni- hannover.de/ edoks/ e01fn16/871337282.pdf

129

Component Local public transport

Goal Setting up CI PT

Sub-Goal Sector coupling40

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks: The environmental benefit of sector coupling is that energy and transport change can be considered in an integrated way.

Sources TDP CPC MGC LIT neu

SECTOR COUPLING

0 % 12 % X X

MEASURES IN SUB-GOAL SECTOR COUPLING PT-3-3-1 Use of renewal energies PT-3-3-2 Consideration of ICTs

No. PT-3-3-1

Measure Use of renewable energies

Compared to conventional buses, the use of electric mobility in public transport has considerable environmental benefits. On the one hand, local exhaust emissions can be avoided, which improves health, especially in

conurbations. On the other hand, electromobility is a climate protection

measure, but its full effect is only felt when green electricity is used. In the simplest variant, this is often achieved by purchasing green electricity, i.e.

through tariff control. With the market ramp-up of electromobility, 40 In the 2nd quarter of however, it is becoming increasingly important to feed charging 2019, a much more detailed review will be published on infrastructure from locally available or additionally installed RE plants in accompanying research in the order to avoid network expansion (network operator view). The use of field of networked mobility. CHPs can enable a smaller network connection (traffic operation view).

130

Against this background, the use of stationary storage facilities becomes

relevant in order to maximise the consumption of self-generated

electricity. This is an essential lever to avoid network expansion in the PT

medium and long term, which is associated with enormous investment

costs. Depending on the site conditions, the expansion of own RE capacities can be less cost-intensive than an alternative network expansion, if necessary.

No. PT-3-3-2

Measure Taking ICTs into account

With concession periods of eight years on average, investments in sector

coupling represent a medium to large economic risk, especially for small and medium-sized enterprises.41 It is precisely against this background that the use of information and communication technologies (ICT) is

appropriate.

This makes it possible, for example, to implement intelligent charging

SECTOR COUPLING 41 Cf. Fact Sheet des infrastructures for e-buses, to minimise investments in charging 3. Thematic field meeting of the infrastructure through real-time communication to calculate the optimum accompanying research "Networked mobility" Focus storage and consumption strategy, or to provide autonomous electric Sector coupling, BMVI shuttles in the medium term. Municipalities are often concerned here that Support programme "Electromobility on site", ready-made offers are available on the market. On the other hand, there are Thursday, 11.10.2018, Berlin usually funding opportunities for good approaches, so that individual concepts can also be promoted with the right partners.

131

Component Local public transport

Goal Procurement of E-buses PT

Sub-Goal Promoting

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct BUSES

Sources TDP CPC MGC LIT neu E OF OF

0 % 0 % X

UREMENT

MEASURES IN SUB-GOAL PROMOTION

PT-4-1-1 Provision of information on funding opportunities PROC

No. PT-4-1-1

Measure Provision of information on funding opportunities

There are constantly various funding possibilities for the procurement of electrically operated buses, which have to be researched and selected according to the project. As procurement is not in itself the responsibility of the municipality, these funding opportunities must be made available to the relevant stakeholders, especially public transport operators. This is a critical point when awarding new concessions. Either the providers solicit subsidies, which makes it difficult to compare the offers and possibly distorts competition, or the municipality solicits subsidies and can apply them equally to all offers. As the current additional investment costs of e- buses are mainly based on high battery costs, an expected reduction in battery prices will have a significant impact on the additional investment needs for vehicles.

132

Component Local public transport

Goal Procurement of E-buses PT

Sub-Goal Procurement of E-buses

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit BUSES

E Sources TDP CPC MGC LIT neu OF

0 % 16 %

MEASURES IN SUB-GOAL PROCUREMENT OF E-BUSES

PROCUREMENT PT-4-2-1 Implementation of the procurement procedure

No. PT-4-2-1

Measure Implementation of the procurement procedure

The municipality can specify in the tender for a public transport operator

that only emission-free buses are allowed. If the municipality operates

public transport itself or through a subsidiary (e.g. public utility company), procurement can generally be switched to e-buses by directly awarding contracts.

Example of Good Practice:

With the "Guidelines for the competitive awarding of public transport 42 CF. Kudella, C., Wolf, M. services with e-buses in Schleswig-Holstein" (), the public transport 2017). Guidelines for the competitive tendering for consultancy kcw GmbH presented in 2017 a summary of the findings to be public transport services with taken into account in the implementation of the award procedure - both in e-buses in Schleswig-Holstein, kcw GmbH competitive and direct award procedures.42

133

Component Local public transport

Goal Procurement of E-buses PT

Sub-Goal Continuation

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

20 % 0 % CONTINUATION

MEASURES IN CONTINUITY PT-4-3-1 Anchoring the procurement of BEV

No. PT-4-3-1

Measure Anchoring the procurement of BEV

Anchoring the procurement of e-buses in the local transport plan (NVP)

ensures that it is implemented independently of other factors, such as staff

changes. The NVP is a formal instrument and has a binding effect within the authority by municipal decision.43

43 Anchoring the procurement of BEV planning instruments, difu 2015

134

Component Local public transport

Goal Integration of the EM in urban planning PT

Sub-Goal Integration into neighbourhood planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

Sources TDP CPC MGC LIT neu

0 % 0 % X X

MEASURES INCLUSION IN NEIGHBOURHOOD PLANNING

PT-5-1-1 Integration of EM in new buildings

No. PT-5-1-1

Integration of the EM in new buildings ELECTRIFICATION OF COMMUNITY TRANSPORT Measure

When planning new buildings (residential and commercial buildings) in the neighbourhood, the mobility shift towards electro- and intermodality must be incorporated into the planning. Thus the objectives of an electrically powered public transport system give rise to relevant aspects which should be anchored in the concept: the consideration of CHP or photovoltaic systems in combination with local storage facilities for the realisation of a grid-compatible CI supply as well as mobility points at which the changeover from bikes and sharing offers to public transport is made possible.

135

Component Local public transport

Goal Electrification of community transport PT

Sub-Goal Electrification of community transport

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

Sources TDP CPC MGC LIT neu

0 % 8 % X

MEASURES IN SUB-GROUP ELECTRIFICATION OF MUNICIPAL TRAFFIC PT-6-1-1 Setting up joint services with alternative propulsion systems

No. PT-6-1-1

Measure Setting up joint services with alternative propulsion systems

Particularly in rural areas there is a demand for a supplement to public transport, especially if no car is available or driving is not or no longer

possible (e.g. for senior citizens). This is why municipalities are ELECTRIFICATION OF COMMUNITY TRANSPORT increasingly setting up community transport services, e.g. citizen buses, citizen call cars and call taxis. These offers, which are often initiated by the municipality and carried out on a voluntary basis, can either be electrically implemented right at the beginning or subsequently electrified. E-shuttles to events are a special form of shuttle bus, which guarantee mobility at such events, even if conventional bus lines have already stopped operating at night. Example of Good Practice: With the "e-Fahrdienst Boxberg" the association "We connect Boxberg of e.V." (WvB) operates a demand-controlled citizen call car. Trips with the large capacity car must be booked the day before. All drivers and board members who work voluntarily. The service is offered Monday to Friday from 8 am to 6 pm.

136

5.3 Component C:

Bicycle traffic

Demand-oriented pedelec CI expansion Inclusion of the EM in urban planning Use of pedelecs in tourism

Electrification of vehicle fleets (VF)

Promotion of e-city logistics

Promotion of company mobility management (CMM) Promotion of pedelec sharing Information and activation

137

Component Cycling

Goal Demand-oriented Pedelec-CI expansion C

Sub-Goal Pedelec-CI in public areas

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

Sources TDP CPC MGC LIT neu

30 % 12 %

MEASURES IN SUB-GOAL PEDELEC-CI IN PUBLIC SPACES C-1-1-1 Localisation

C-1-1-2 Use of PV

SPACES PUBLIC IN CI - C-1-1-3 Extension to service stations

PEDELEC No. C-1-1-1

Measure Localisation n Pedelec-CI in public areas is essentially only required if there are tourist or leisure destinations in the municipality, which can be visited or used for a stopover. Care must be taken to ensure that appropriate rapid-charging options are implemented. Other pedelec users, such as employees or citizens who carry out errands, generally do not need charging facilities in public places due to the relatively high mileage of new pedelecs.

138

No. C-1-1-2

Measure Use of PV

The use of pedelecs has its full environmental impact when not only

cyclists but also motorists switch to the pedelec and the electricity used to recharge the batteries comes from renewable energy sources. This positive

environmental effect can be achieved directly by installing PV systems at the charging stations themselves. Furthermore, the installation of solar

panels contributes to the role model function of the municipality and can motivate citizens to perceive sustainability as an important factor.

No. C-1-1-3

Measure Expansion to service stations

Existing Pedelec-CI can be upgraded to service stations, which can include other services such as secure parking (preferably in the form of bicycle boxes), lockers for pedelec batteries with charging facilities if necessary, a repair service and the rental of pedelecs. When building bicycle boxes, it should be borne in mind that three-wheeled pedelecs require more space and that a larger box should possibly be offered. Optimal for the service station is a location that enables the transition to public transport and sharing services.

139

Component Cycling

Goal Demand-oriented Pedelec-CI expansion C

Sub-Goal Pedelec-CI in semi-public areas

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

General remarks:

The charging station ordinance only distinguishes between locations that can be used by everyone around the clock (subgoal C-1-1) and private locations that are accessible to the

public or not (e.g. employers of CI). This distinction is also decisive for semi-public sites CI user PUBLIC SPACE PUBLICSPACE perspective. Named by the municipality Here, CI is set up on private land, but a different CI - locations is relevant in order to be able to influence a different classification of users during certain times (e.g. opening hours) and/or for certain user groups (e.g. for a different opening time) In addition to the public customers) charging facilities.

CI IN THE SEMI THE IN CI Sources TDP CPC MGC LIT neu -

10 % 0 % X

PEDELEC

MEASURES IN SUB-GOAL PEDELEC - IC IN SEMI-PUBLIC AREAS C-1-2-1 Addressing the trade C-1-2-2 Setting up a municipal support programme

140

No. C-1-2-1

C Measure Addressing the trade

Since many charging processes take place at the employer's premises, the

expansion of the charging infrastructure in semi-public areas should be

particularly encouraged. This requires a targeted approach to the trade. The

municipality can provide information about funding programmes (current

list e.g. at https://nationaler-radverkehrsplan.de/ de/foerderfibel), and

support the application process or initiate their own support programmes

(installation grants, special electricity tariffs via any existing municipal

utilities). In the course of the dialogue with the industry, the topic of BMM

can also be brought into focus (sub-targets IM-5-1 to IM-5-3 & C-6-1 to

C-6-2) in order to ascertain the needs of the companies and if neccesary

to focus on the extension of BEV (MT-1-2-1).

No. C-1-2-2

Measure Setting up a municipal support programme PUBLIC SPACE PUBLICSPACE - In addition to providing information on existing support programmes and assistance with applications, the municipality can also encourage its businesses - with a focus on the catering trade and large employers - to set

up pedelec CI through its own support programme so that employees or IN THE SEMI THE IN

customers/visitors have sufficient charging facilities at their disposal. CI - Ideally, the needs of the companies were determined in advance.

PEDELEC

141

Component Cycling

Goal Integration of the EM in urban planning C

Sub-Goal Integration into neighbourhood planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

Sources TDP CPC MGC LIT neu

0 % 16 % X X

MEASURES INCLUSION IN NEIGHBOURHOOD PLANNING C-2-1-1 Addressing the housing industry C-2-1-2 Upgrading of residential buildings with EM C-2-1-3 Integration of EM in new buildings C-2-1-4 Construction of high-quality bike parking facilities at important destinations C-2-1-5 Modernisation of bike stations

CREATING FRAMEWORK CONDITIONS No. C-2-1-1

Measure Addressing the housing sector

Particularly in the course of the construction of new buildings, but also in

the redesign of residential buildings and neighbourhoods, there is the

possibility of spatially anchoring electro- and intermodality. It is conceivable, for example, to offer CI for cars and pedelecs (ideally powered by PV or CHP), the integration or installation of mobility

stations, safe parking facilities for high-quality bicycles or the provision of an electric car-sharing vehicle for shared use by residents. Here the municipality has the opportunity to have talks with representatives of the housing industry in order to explain the advantages of sustainable mobility concepts (making the neighbourhood more attractive and identifying residents) or to create such concepts (changing the parking space key IM-2-3-2).

142

No. C-2-1-2

C Measure Upgrading of residential buildings by EM

Residential buildings, especially in areas with an oversupply of living space,

can be made more attractive through the establishment of electromobile

offers. This includes the development of CI for private cars and pedelecs

and secure parking facilities, but may also include the development of an e- sharing service.

No. C-2-1-3

Measure Integration of the EM in new buildings

With the market ramp-up, the need for charging at home and at work will

increase significantly over the next decade. It is therefore particularly

neighbourhood, the shift in mobility towards electro- and intermodality

must be incorporated into the planning. CI (for cars and pedelecs), secure K CONDITIONS parking facilities for pedelecs, CHP or photovoltaic systems (possibly in combination with local storage) to supply the CI and mobility points (with

e-sharing offers) should already be anchored in the concept. Also

FRAMEWOR from the user's point of view there is pressure to act: Mobility routines can be changed more easily, especially when changing place of residence or work, so that in the case of new buildings particular emphasis should be placed on the early development of sustainable mobility offers.

CREATING

No. C-2-1-4

Measure Construction of high-quality bike parking facilities at important destinations

Safe, weather-protected, barrier-free parking facilities and, if necessary, loading facilities for pedelecs should be set up at important destinations in the neighbourhood. This increases the visibility of bicycle traffic and the use of pedelecs - which helps to reduce noise and pollution in the neighbourhood. Important destinations are housing estates, facilities for daily needs, tourist destinations and leisure facilities. The sites of the storage facilities are to be determined by a demand analysis.

143

No. C-2-1-5

C Measure Modernisation of cycle stations

Existing bike stations in neighbourhoods should be modernised and

adapted to the requirements of pedelecs. This includes safe, covered bicycle storage facilities (e.g. bicycle boxes) and, if necessary, charging facilities. It is also possible, for example, to offer rental bikes, a repair service or offers

for cycle tourists.

FRAMEWORK CONDITIONS CREATING

144

Component Cycling

C Goal Integration of the EM in urban planning

Sub-Goal Inclusion the framework planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES INCLUSION IIN THE FRAMEWORK PLANNING

C-2-2-1 Specification in zoning plans

. C-2-2-1 No

Measure Fixing in development plans

CREATING FRAMEWORK CONDITIONS Infrastructure relevant to electromobility (charging points, safe parking facilities for BEVs and pedelecs) can be integrated into development plans. The inhabitants/users of the buildings can benefit from the available space; the infrastructural upgrading may also increase the attractiveness of the properties (see C-2-1-2).

145

Component Cycling

Goal Integration of the EM in urban planning C

Sub-Goal Integration into neighbourhood planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 4 % X

MEASURES IN SUB-GOAL INTEGRATION IN TRAFFIC PLANNING C-2-3-1 Upgrading of cycle paths

No. C-2-3-1

Measure Upgrading of cycle paths

The increased use of pedelecs and the associated rise in average speed on CREATING FRAMEWORK CONDITIONS cycle paths places new demands on the upgrading of cycle paths: above all, sufficient width must be ensured to at least allow overtaking with oncoming traffic, ideally guidance on one-way cycle paths, larger curve radii, excellent visibility in relation to car traffic and cycle path signage - which often has to be optimised. For this purpose, standards of the FGSV (Forschungsgesellschaft für Straßen- und Verkehrs- wesen e.V.) can be used.

146

Example of Good Practice:

The Gärtringen electromobility concept proposes 25 measures to C optimise cycle traffic, taking into account the increase in the proportion

of pedelec use. These include

• Clarity / avoid danger zones • Improving signposting, road markings / orientation • Drive widths cycle paths / avoid collisions • Increase bicycle comfort / attractiveness

44 Community of Gärtringen: For each measure, the concept contains a fact sheet describing, (E-) mobility concept Gärtringen, 2018. Not locating and visualising weaknesses and suggestions for published improvement, see Figure 18.44

Figure 18: Visualisation of a measure for upgrading cycle paths (cf.

Gärtringen municipality 2018)

CREATING FRAMEWORK CONDITIONS

147

Component Cycling

Goal Deployment of pedelecs in tourism C

Sub-Goal Creation of framework conditions

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

20 % 28 % X X

MEASURES IN SUB-GOAL CREATION OF FRAMEWOKR CONDITIONS

C-3-1-1 Development of pedelec sharing C-3-1-2 Development of a logo

No. C-3-1-1

Measure Development of pedelec sharing CREATING FRAMEWORK CONDITIONS

The rental of pedelecs in tourism must above all be very easily accessible, e.g. via an existing guest card or a partner bicycle rental. Pedelecs with navigation systems are particularly attractive for tourists. Ideally, routes are pre-programmed, which lead past interesting places and there is an information possibility to bring the individual ability and personal expectations into line with the real tours. In addition, other services such as online booking and the development of a service network are also useful.

148

No. C-3-1-2

C Measure Development of a logo

The recognition value of a pedelec sharing offer should be strengthened by

a logo. It would be best if all offers within a municipality in the field of sustainable mobility or, if applicable, electromobility, ran under the same

brands. This could, for example, include e-car sharing, pedelec sharing and charging points. The logo makes the municipal efforts in this area visible to

residents and visitors.

CREATING FRAMEWORK CONDITIONS

149

Component Cycling

Goal Deployment of pedelecs in tourism C

Sub-Goal Adaption of the infrastructure

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 12 %

MEASURES IN SUB-GOAL ADAPTION OF INFRASTRUCTURE C-3-2-1 Parking/charging at places of interest C-3-2-2 Tourist route guidance

No. C-3-2-1

ADAPTATION OF THE INFRASTRUCTURE Measure Parking/charging at places of interest

In order to promote pedelecs in tourism, the construction of parking and charging facilities at points of tourist interest should be examined. The facilities should be accessible for both rental and private bikes. In this way, both tourists and locals are motivated to visit sights with a pedelec and it can be charged comfortably during the visit. It is highly relevant here that the parking facilities should be located in close proximity to the entrance, especially closer than car parking spaces; such a preference for bicycle traffic is perceived and should be generally accepted in planning.

150

No. C-3-2-2

C Measure Tourist route guidance

In order to promote the use of pedelecs in tourism, special tourist routes

can be signposted, which connect places of interest with routes particularly suitable for pedelecs. It is important that the signposting is clearly visible

and that the introduction of a theme route is promoted effectively.

ADAPTATION OF THE INFRASTRUCTURE

151

Component Cycling

Goal Deployment of pedelecs in tourism C

Sub-Goal Promoting

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks:

The financial expenditure of a funding programme is freely selectable.

Sources TDP CPC MGC LIT neu

20 % 8 % X

ADVANCEMENT

MEASURES IN SUB- GOAL PROMOTION C-3-3-1 Setting up a support programme C-3-3-2 Offering city tours

No. C-3-3-1

Measure Setting up a support programme

In addition to providing information on existing support programmes and assistance with applications, the municipality can also encourage its businesses - with a focus on the catering trade and large employers - to set up pedelec CI through its own support programme so that employees or customers/visitors have sufficient charging facilities at their disposal. Ideally, the needs of the companies were determined in advance.

152

No. C-3-3-2

C Measure Offering city tours

On the one hand, city tours are available in municipalities with sufficient

tourism, but on the other hand, each municipality can offer its new citizens

city tours to get to know their new place of residence and its administration

and, if necessary, to make initial contacts. On the one hand, city tours with

pedelecs increase the radius and attractiveness of the tour, on the other

hand they make electromobility a tangible experience. In progressive

municipalities, the topic of electromobility can also be made a topic of

leadership. If necessary, special guided tours are also available, for example

in combination with geocaching elements, nature lessons, etc.

ADVANCEMENT

153

Component Cycling

Goal Electrification of VF C

Sub-Goal Diversification of the municipal VF

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 20 % X

MEASURES IN SUB-GOAL ELECTRIFICATION OF THE MUNICIPAL VF

C-4-1-1 Implementation of vehicle fleet analyses C-4-1-2 Procurement of E-( freight) bikes

No. C-4-1-1

Measure Implementing fleet analyses VF MUNICIPAL THE OF ELECTRIFICATION

Fleet analyses are used within the framework of a CMM (IM-5-1 to IM-5-3) to identify vehicles that can be disposed of. Within the framework of fleet analyses, all journeys of all vehicles are thus compared with the overall mobility requirements. It will then be examined whether the journeys of individual cars can be redirected to other cars. In addition, within the framework of fleet diversification (MT-3-3), the substitution of cars by 2-3 pedelecs is also recommended. It is important here that low freight transport by two-wheeler should also be possible (e- bikes) and that the bikes can be parked prominently and used easily.

154

No. C-4-1-2

C Measure Procurement of E-( freight) bikes

If the fleet analysis reveals a potential or need for pedelecs, the procurement

of the bikes and their charging options must be implemented. When using

the bike, it is always important to be able to park it in a sheltered, safe place

that is easily accessible and close to the entrance. For smaller quantities,

procurement is possible without any problems by coordinating the above-

mentioned aspects as well as the conclusion of service contracts and

additional insurance policies with a local bicycle shop. The requirement to

always check the suitability of pedelecs when procuring new vehicles can be

fulfilled - especially in larger municipalities

- in a procurement directive (similar to MT-3-2-1). An electric freight bike VF should also be considered for transport. It is now important that the use of

pedelecs is repeatedly addressed (activation measures). The whole process becomes somewhat more complicated if S-pedelecs or scooters are to be provided in addition to pedelecs. Insurance, safety instructions etc. must be

observed here. ELECTRIFICATION OF THE MUNICIPAL MUNICIPAL THE OF ELECTRIFICATION

155

Component Cycling

Goal Promoting e-city logistics C

Sub-Goal Networking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

20 % 4 %

NETWORKING

MEASURES IN SUB-GOAL NETWORKING C-5-1-1 Building networks of participants C-5-1-2 Information, consulting and networking on EM in logistics

No. C-5-1-1

Measure Development of networks of stakeholders

The municipality can promote the creation of e-city logistics by informing

logistics & supply companies in an existing or newly created network of

consulting companies. Part of the work of the network should also be to

explore the possibilities for the municipality to take supportive action in addition to regulatory restrictions such as entry restrictions for internal combustion vehicles (extension of delivery times for the use of electric vehicles, charging discounts in the urban area, spatial location of microhubs, financial support etc.).

156

No. C-5-1-2

C Measure Information, advice and networking on EM in logistics

Since the logistics are provided by private companies, the municipality

cannot have a direct impact on the conversion of the vehicle fleets to electric vehicles. However, it can take on an advisory function, provide

companies with information on alternative drives and network the companies with each other (cf. BMVI 2014b: 44).

WORKING

157

Component Cycling

Goal Promoting e-city logistics C

Sub-Goal Deployment of e-freight bikes

Rural Urban areas areas

Political feasability

Financial expenditure

Impact on traffic direct

Environmental benefit direct

General remarks:

The sub-goal is mainly relevant in urban areas.

Sources TDP CPC MGC LIT neu

10 % 4 %

WHEELS )LOAD -

MEASURES IN SUB-GOAL DEPLOYMENT OF E-FREIGHT BIKES

C-5-2-1 Development of a freight bike courier and delivery service (E USEOF C-5-2-2 Optimisation of road sections/streets

No. C-5-2-1

Measure Development of a freight bike courier and delivery service

Particularly in the inner cities of conurbations, the installation of courier and delivery services with freight bikes can replace ICVs and thus contribute to the reduction of pollution, noise and land consumption. Smaller deliveries in particular can easily be transferred to e-freight bikes. The transfer of parcels from truck to freight bikes takes place at micro-hubs distributed decentrally in the city.

158

No. C-5-2-2

C Measure Optimisation of road sections/streets

In order to simplify the last mile delivery for logisticians via e-freight bikes,

it is advisable to optimise road sections/streets for this purpose. Freight bikes do not take up much space, but their curve radii are larger than those

of simple bicycles, they require larger parking spaces and the lowering of curbs is - as for other road users - useful. For this purpose it makes sense to

work out and establish fixed rules for spatial optimisation in the planning office.

) LOAD WHEELS WHEELS )LOAD

- USE OF (E USEOF

159

Component Cycling

Goal Promoting e-city logistics C

Sub-Goal Privileged status

Rural Urban areas areas

Political feasability

Financial expenditure

Impact on traffic direct

Environmental benefit

direct

General remarks:

The sub-goal is mainly relevant in urban areas.

Sources TDP CPC MGC LIT neu

PRIVILEGATION 0 % 4 %

MEASURES IN THE SUB-GOAL PRIVI LEGES C-5-3-1 Extension of delivery times

No. C-5-3-1

Measure Extension of delivery times

In city centres there are often limited delivery times to ensure noise

protection for residents. These delivery times can be extended for the electromobile delivery service, as engine noise is eliminated. This creates a

competitive advantage for delivery services with a fleet of BEVs and freight bikes. For distribution by electric freight bikes, delivery points

(micro-depots, hubs) must be created at strategically favourable locations, from which further distribution to the city centre can take place. See also MT-4-3-1. See also MT-4-3-1.F

160

Component Cycling

C Goal Promoting e-city logistics

Sub-Goal Setting up decentralised depots

Rural Urban areas areas Political feasability

Financial expenditure

Impact on traffic direct

Environmental benefit direct

General remarks:

The sub-goal is mainly relevant in urban areas.

Sources TDP CPC MGC LIT neu

0 % 0 % X

MEASURES IN SUB-GOAL DEVELOPMENT OF CENTRAL DEPOTS

C-5-4-1 Creation of microdepots

BUILDING UP DECENTRALIZED DEPOTS No. C-5-4-1

Measure Creation of microdepots

The construction of decentralised micro-depots at the edge of inner-city areas can significantly reduce traffic and noise levels in these areas if further deliveries are made by emission-free delivery vehicles and e-trucks. The public authorities initiate the measure and must accompany it intensively; if possible, the areas required for micro-depots should be made available by the municipality.

Example of Good Practice The Nuremberg Technical University Georg Simon Ohm recently completed a pilot project on sustainable urban logistics through CEP services with the micro-depot concept in Nuremberg.

161

Component Cycling

Goal Support for the CMM C

Sub-Goal Creation of framework conditions

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

30 % 20 % X

MEASURES IN SUB-GOALP CREATION OF FRAMEWORK CONDITIONS C-6-1-1 Awareness raising for bicycle mobility

C-6-1-2 Creation of advisory services

C-6-1-3 Use of pedelecs as company bikes

C-6-1-4 Formation of a freight bike community

C-6-1-5 Increased comfort for cyclist

CREATING FRAMEWORK CONDITIONS

No. C-6-1-1

Measure Raising awareness of bicycle mobility

The extent to which the bicycle or pedelec is already used as an everyday means of transport depends on many different factors such as region, topography and size of the municipality. Information and activation measures in companies can independently increase the proportion of commuters by bicycle. Cooperation with companies for test drives, campaigns ("Who has the highest proportion of commuters by bicycle?") and campaigns (e.g. city cycling) on the subject of cycling are conceivable.

162

No. C-6-1-2

C Measure Creation of advisory services

In the field of company mobility management, the municipality can itself

act as a consultant for companies or hire external consultants. Interesting for companies are, for example, information on tax depreciation of the

purchase and operating costs of pedelecs as company bicycles or support in creating a company mobility concept. This measure must ensure that all

local companies have equal access to the offer and that no company is favoured.

. No C-6-1-3

Measure Use of pedelecs as service bikes

Where employees can obtain company cars for private use, this is generally also possible for company bicycles. Often employees are already waiting for

such offers from the employer. It is important here that the legislation, which is dynamic at the time the brochure is produced, is examined: For

example, pedelecs may benefit from the halving of the monetary advantage from 1% to 0.5% applicable to e-cars from 2019. Incentives should be

created to make use of this offer. At the same time, employees who cannot use a bicycle for health or other reasons must not be disadvantaged.

CREATING FRAMEWORK CONDITIONS No. C-6-1-4

Measure Formation of a commercial freight bicycle community

The municipality can encourage the formation of a freight bike community. Several companies with delivery requirements in a smaller radius join forces, jointly procure a load wheel and transfer their deliveries from ICV to the bike. Possibilities of support for this measure will be examined.

45 Cf. http://www.unw-ulm. Example of Good Practice: de/index.php/2018/03/12/ per-lastenrad-in-der-city-ve- In Ulm, from whose CPC this measure originated, a courier service locarrier-jetzt-auch-in-ulm/, was ultimately implemented instead of a freight bike company.45 accessed on 07.12.2018

163

No. C-6-1-5

C Measure Increased comfort for cyclists

If the use of bicycles is to be increased, it must be made easier for employees

to make their daily commute to work by bicycle. Here, the municipality as employer can provide pedelec-friendly conditions, e.g. enable the safe charging of batteries at the workplace, set up changing rooms and lockers or create safe covered parking facilities in the immediate vicinity of the

main entrance.

CMM

SPECIFIC

GROUP USER

164

Component Cycling

C Goal Support for the CMM

Sub-Goal Fleet-specific CMM

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu CMM

0 % 8 %

SPECIFIC

MEASURES IN SUB-GOAL FLEET SPECIFIC CMM

GROUP C-6-2-1 Equipping parking facilities with CI C-6-2-2 Setting up a pedelec offer for businesses

USER

No. C-6-2-1

Measure Equipping parking facilities with LIS Existing bike parking facilities on the premises should be equipped with Pedelec-CI (for electric bikes). This motivates employees who cannot or do not want to travel to work on a conventional bicycle to purchase a pedelec. Employees who already own a pedelec benefit from not having to take their battery to the company premises to charge it. Also for pedelecs which are purchased during the diversification of the fleet (C-6-1-3, C-6-2-2), CI must be kept available which cannot be occupied by other users.

165

No. C-6-2-2

C Measure Developing a pedelec range for businesses

An amalgamation of several neighbouring companies makes it easier to set

up an in-house pedelec sharing service, as the investment costs can be shared. It is also possible to integrate the company's own pedelecs into an existing bike rental system. In this way there is no need to set up a separate system and the pedelecs can be reserved by employees for professional

purposes.

CMM

SPECIFIC

GROUP USER

166

Component Cycling

C Goal Support for the CMM

Sub-Goal User group-specific CMM

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

10 % 8 %

BMM

MEASURES IN SUB-GOAL USER GROUP-SPECIFIC CMM

SPECIFIC C-6-3-1 Organising pedelec trial weeks for companies

GROUP

No. C-6-3-1

USER

Measure Organising pedelec trial weeks for companies

The facilitation of trial weeks for pedelecs and e-freight bikes by the

municipality makes electromobility a tangible experience and thus accessible for employers and employees. A non-binding trial offer from the

local authority lowers the inhibition threshold to take up the offer. Incentives. such as trial runs during working hours can be provided for employees.

167

Component Cycling

Goal PROMOTING PEDELEC SHARING C

Sub-Goal PROMOTING PEDELEC SHARING

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

60 % 28 %

MEASURES IN SUB-GOAL PROMOTING PEDELEC SHARING

C-7-1-1 Development of pedelec sharing C-7-1-2 Optimisation of existing pedelec sharing

No. C-7-1-1 PROMOTION OF PEDELEC SHARING

Measure Development of pedelec sharing

There are now several providers of pedelec sharing on the market with different, partly station-based, partly free-floating concepts. If there is no sharing offer in the municipality yet, different offers should be compared. It may also be possible to examine the development of a municipal sharing offer. Depending on demand, different types of bikes such as pedelecs, conventional bikes as well as (e-) freight bikes can be offered for rental. The ratio of the drive types can be made dependent on the topography, for example.

168

No. C-7-1-2

C Measure Optimisation of existing pedelec sharing

If there is already a bike rental system in the municipality, it should be

regularly modernised and checked for good service. If pedelecs are not yet available for rental, procurement and integration should be encouraged.

Further improvements are the construction of more stations in the municipal area, the fast execution of repairs on defective bikes or

equipping of all bikes with GPS & route options

PROMOTION OF PEDELEC SHARING

169

Component Cycling

Goal Information and activation C

Sub-Goal Provision of information

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 20 % X

FERS M EASURES IN SUB-GOAL PROVISION OF INFORMATION

C-8-1-1 Advertising pedelecs C-8-1-2 Advertise bicycle leasing

C-8-1-3 Implementation of target group-specific image campaigns C-8-1-4 Development of an EM manual

C-8-1-5 Offering a bike app

CREATION OF TEST OF TEST OF CREATION

No. C-8-1-1

Measure Advertising pedelecs

Pedelecs are already a very popular form of electromobility. Nevertheless, further target groups can be tapped by demonstrating the advantages of pedelecs. Often there is also the preconception that pedelecs are more suitable for older people. Commuters in particular can be made aware of the possibility of using a pedelec for their daily commute to and from work and arrive at work quickly and without having to shower. For this purpose, cooperation with local businesses is a good option.

170

No. C-8-1-2

C Measure Advertising bicycle leasing

Several providers enable employers to provide their employees with high-

quality bicycles and e-bikes with favourable conditions. Thanks to digital

processing and reliable service, the leasing and transfer of service bikes can

now be carried out with minimal additional expenditure.

In this way, employee satisfaction can be increased, health can be

maintained and at the same time environmental protection network can be

strengthened. Private bicycles are generally financed by deferred

compensation. This is currently not always possible without problems

in many collective agreements (e.g. in the public sector). Here the various providers offer advice.

No. C-8-1-3

Measure Implementation of target group-specific image campaigns

CREATION OF TEST OFFERS OFFERS TEST OF CREATION out how to address the relevant user group: It may be that promotional offers, test campaigns or on-site appointments (demonstrations) are effective or a different branding is required; it may also be necessary to start earlier, namely on the awareness of potential users.

No. C-8-1-4

Measure Production of an EM manual

Municipalities that have already made progress in the implementation of the EM should inform their citizens about the (stage) goals achieved and offers set up (e.g. charging points for BEV and pedelecs, billing systems, sharing systems, e-public transport, mobility brand, electrification of their own vehicle fleet, established networks, etc.) At the same time, it makes sense to focus on overarching themes

171

such as the available technologies, vehicles, roaming networks, wallboxes,

funding opportunities, etc. Larger municipalities are more likely to take C action themselves, while smaller municipalities should launch initiatives at

district level.

No. C-8-1-5

Measure Offering a bike app

There are already several bicycle apps available throughout Germany which

make it easier to plan cycle routes. In Baden-Württemberg, for example,

cycle route planners (https://www.radroutenplaner-bw.de/de) where bicycle-friendly routes can be found. Municipalities can find out whether such an offer already exists for their region and advertise it; larger

municipalities can also consider the creation of a municipal cycling app. A

bicycle app contains, ideally, all cycle paths with information on degrees of difficulty and altitude, the possibility of planning and saving your own routes, an overview of points of interest (sights, but also charging facilities

for pedelecs) and the possibility of reporting damage to the cycle infrastructure. For smaller municipalities it makes sense to initiate this

measure at district level. CREATION OF TEST OFFERS OFFERS TEST OF CREATION

172

Component Cycling

C Goal Information and activation

Sub-Goal Creation of trial offers

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 8 % X

TEST OFFERS OFFERS TEST M EASURES IN SUB-GOAL TRIAL OFFERS C-8-2-1 Implementation of a day of action C-8-2-2 Temporary trial offers

CREATION OF OF CREATION No. C-8-2-1

Measure Implementation of a day of action

The importance of self-testing is of the utmost relevance in new technologies. An "Electromobility" or "Sustainable Mobility" action day enables citizens to get to know and try out new mobility offers and

technologies for themselves. The day of action should take place at as

central a location as possible in the municipality and at best in conjunction with another event such as a town or village festival. All relevant stakeholders should be invited to present their concepts and, where

appropriate, offer test rides (local car sharing, bike sharing and MaaS

providers, car and bike shops, bike clubs, public utilities/network operators, environmental protection associations, active companies and the local press). Additional offers such as competitions increase participation and interest in the event. The one-off implementation of this measure is not sufficient.

173

No. C-8-2-2

C Measure Temporary trial offers

It is easier to overcome inhibitions and prejudices if you can try out the

corresponding offers yourself. In addition to short-term offers within the framework of a day of action (C-8-2-1), the municipality can also encourage longer free registration or usage periods with e-car sharing or pedelec sharing providers. Care must be taken to enable all providers to

participate.

CREATION OF TEST OFFERS OFFERS TEST OF CREATION

174

Component Cycling

C Goal Information and activation

Sub-Goal Offering advice and training

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 8 % X

OFFERS

M EASURES IN SUB-GOAL OFFERING ADVICE AND TRAINING

C-8-3-1 Offering pedelec seminars TRAINING C-8-3-2 Providing mobility advice for senior citizens

AND

No. C-8-3-1

Measure Offer pedelec seminars

Although pedelecs are already selling quite well, many users can still be activated in companies, among commuters and among young people. They

often lack a collective overview of all noteworthy aspects of the procurement and use of pedelecs. This is where seminars (e.g. evening OFFERING CONSULTING offers) can start. In terms of content, numerous topics can be addressed, ranging from an overview of the market, the legal situation, the possibility

of obtaining a job bike, to the use of pedelecs and handling of batteries (storage, care). The active use of pedelecs (driving lessons) is also

conceivable in order to break down barriers to using the and for arousing enthusiasm.

175

No. C-8-3-2

C Measure Providing mobility advice for senior citizens

New technologies such as the use of pedelecs and sharing systems can make

everyday life easier, but are often an obstacle for people with little affinity for technology to using them. Senior citizens in particular, who did not grow up with computers or smartphones, often find it difficult to use these new technologies and integrate them into their everyday life. Against this background, it makes sense to offer mobility counselling specially designed for senior citizens on the use of pedelecs and booking options in order to

maintain social participation for longer. See also PT-2-2-3.F

OFFERS

TRAINING

AND OFFERING CONSULTING

176

Component Cycling

C Goal Information and activation

Sub-Goal Promoting

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X X

ADVANCEMENT

MEASURES IN SUB- GOAL PROMOTION C-8-4-1 Creation of target group specific offers C-8-4-2 Introduction of a scrapping incentive scheme

No. C-8-4-1

Measure Creation of target group specific offers

177

No. C-8-4-2

C Measure Introduction of a scrapping incentive scheme Especially in municipalities where air pollution limits are exceeded, the

introduction of a municipal scrapping premium for two-stroke motorbikes may be worthwhile when buying an electric two-wheeler. The measure

creates incentives for companies and individuals to switch to local emission-free pedelecs or e-scooters and thus contributes to air pollution

control. Municipalities that are not affected by limit value violations also benefit from the image boost of the measure.

Should the municipal utilities implement the measure, it can be linked to

the conclusion of a green electricity tariff.

Example of Good Practice: The city of Tübingen grants scrapping incentives for old mopeds/ scooters from 200 to 500 euros. Anyone who is also a green electricity customer of Stadtwerke Tübingen receives an additional 100 euros. The latter is also offered by Stadtwerke Marburg. In the municipality of

Bordesholm in Schleswig-Holstein a small community is also active here. ADVANCEMENT

178

5.4 Module IM: Intermodality

Digital networking Inclusion of the EM in urban planning

Information and activation Improving the switch Promotion of corporate mobility management (CMM)

179

Component Intermodality

Goal Digital networking IM

Sub-goal Digital networking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit direct direct

General Remarks: The possibilities of digitally networked mobility challenge – both technically and in terms of are not yet comprehensively known, but data protection requires a public discourse.

the potentials are already apparent. But in DIGITAL NETWORKING order to raise awareness of the problem for the corresponding

Sources TDP CPC MGC LIT neu

0 % 4 % X

MEASURES IN SUB-GOAL DIGITAL NETWORKING IM-1-1-1 Initiation of supplier cooperation IM-1-1-2 Introduction of a standardized booking system IM-1-1-3 Diversification via tariff models IM-1-1-4 Provision of a multimodal mobility card

No. IM-1-1-1

Measure Initiation of supplier cooperation

The municipality can encourage cooperation between different mobility service providers and thus make the offer more accessible to potential users. Cooperation is conceivable with regard to various aspects, e.g. real-time data exchange via a central online platform between the providers, which enables the user to switch smoothly between different offers.

180

If the municipality creates such a platform, it must remain open and

IM accessible to other providers at all times. In addition, joint public relations work or interlocking activation actions (free minutes, test actions, etc.) are

useful.

No. IM-1-1-2

Measure Introduction of a standardised booking system

Existing sharing offers will become much more attractive through

integration into a uniform booking system. Local sharing services and public transport should be integrated into an existing booking system

where possible in order to save costs and further improve accessibility. It is

important that no mobility provider should be given preferential treatment NETWORKING and that public procurement law must be observed when an app is provided by the municipality.

DIGITAL No. IM-1-1-3

Measure Diversification via tariff models

To promote the use of MaaS offers, tariff models should be tailored to different user groups. New and occasional users, for example, attach importance to uncomplicated registration without a basic fee and simple payment options. Other user groups can also be specifically addressed by means of other tariffs.

181

No. IM-1-1-4

IM Measure Provision of a multimodal mobility card

Mobility cards can make a decisive contribution to making intermodal

routes more attractive. They enable users to use various sharing offers (e.g.

bike, car, ride sharing) and public transport. Various variants are

conceivable. The card can be used as proof of membership or as an access medium or as a ticket using the check-in / check-out system with automatic accounting. With the check-in / check-out system, the mobility card is held

in specially marked areas when the journey begins (e.g. terminals

at S-Bahn stops and in buses), which register the journey as started. By repeating it with each change, the route chain is included in the billing. At the end of the journey, the mobility card is held at the check-out terminal,

which registers the journey as finished and calculates the cheapest rate. It is important that no mobility provider should be given preferential treatment and that public procurement law must be observed when an app is provided

by the municipality. DIGITAL NETWORKING

Good practice example: In the Stuttgart Transport and Tariff Association (VVS), the Polygo card enables numerous uses. It includes the public transport subscription, car and bike sharing offers, charging stations for electric vehicles and can be used as a library card in addition to mobility. In Copenhagen there is a check-in / check-out card, the “Rejsekort”, which enables many tourists to use public transport without tickets and also includes pedelec sharing.

182

Component Intermodality

IM Goal Integration of the EM in urban planning

Sub-goal Construction of mobility stations

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic

Environmental benefit

Sources TDP CPC MGC LIT neu

20 % 44 % X X

M EASURES IN SUB-GOAL CONSTRUCTION OF MOBILITY STATIONS TAT ION E N IM-2-1-1 Concept creation for the establishment of mobility stations IM-2-1-2 Expansion of train stations into mobility stations ESTABLISHMENT OF MOBILITY STATIONS IM-2-1-3 Establishment of mobility stations in residential areas

IM-2-1-4 Establishment of B + R stations IM-2-1-5 Development of mobility stations in commercial areas IM-2-1-6 Expansion of public transport stops into mobility stations

IM-2-1-7 Development of an e-scooter sharing offer

No. IM-2-1-1

Measure Concept development for the installation of mobility stations

The locations of possible mobility stations must be checked in detail and

coordinated with one another. It is helpful to create a concept for this. In

principle, mobility stations should be placed in busy places with good public transport connections in order to create multimodal offers. In addition, the placement in more remote parts of the city / district is

relevant in order to favor the use of intermodal road chains. These stations

should be kept smaller and may include fewer offers (for example no car sharing).

183

No. IM-2-1-2

Measure Development of railway stations into mobility stations IM

As an extension of the well-known P + R principle, the expansion of train

stations into mobility stations should not only facilitate the switch from

private vehicles to public transport, but also the switch from public transport to sharing vehicles to include private cars to be able to replace. Due to their mostly central location and the already existing public

transport connection, train stations are ideal for upgrading to mobility

stations. The attractiveness of the mobility stations can be increased through further offers such as the rental of specific vehicles (e.g. cargo bikes), service facilities (e.g. pick-up points for parcels / shipments) and advice facilities.

No. IM-2-1-3

Measure Development of mobility stations in residential areas

When setting up mobility stations, not only popular inner-city destinations must be taken into account, but also residential areas as the starting point for many routes. There should be rental vehicles, but also parking spaces for private vehicles with the associated charging infrastructure. In rural areas in

particular, mobility stations can also provide a village car (i.e. a single ESTABLISHMENT OF MOBILITY STATIONS vehicle in cooperation with a local car dealership and without professional booking software) if there is not yet a local sharing provider who can be included in the planning of the mobility station.

No. IM-2-1-4

Measure Establishment of B + R stations

Bike + Ride stations create an important link between bicycle traffic and

public transport. Safe parking facilities for bicycles and pedelecs as well as

charging facilities should be set up, especially at train stations and other public transport hubs. Ideally, bicycles can be taken on buses and trains (free of charge); this must be checked in each case with the transport association.

184

No. IM-2-1-5

IM Measure Development of mobility stations in industrial estates

The establishment of mobility stations in industrial estates enables

employees and customers to switch from public transport to sharing vehicles and vice versa for business trips or home transport of purchases.

For example, companies can access sharing vehicles and thus reduce their own fleets by less-used vehicles (MT-3-3-3). Ideally, areas are found in

cooperation with the local companies.

No. IM-2-1-6

Measure Development of public transport stops into mobility stations

Public transport hubs can also be found outside train stations, especially in larger municipalities. Due to their central location, these nodes are ideal for expansion into mobility stations. Here it is important to ensure that the locally relevant means of transport (e.g. pedelecs) are provided with appropriate parking and, if necessary, charging facilities.

ESTABLISHMENT OF MOBILITY STATIONS

185

No IM-2-1-7

. IM Measure Development of an e-scooter sharing service

In the course of setting up mobility stations, e-scooter sharing should be

considered alongside car and bike sharing. A key advantage of scooters is that no bike paths are required and yet little traffic space is used. It should

be checked whether a station-based or a free-floating model can develop the better effect in the respective municipality or whether it is more

economically viable.

Good practice example:

In recent years, sharing offers have been introduced in several large cities E-scooters established according to the free-floating concept, for example

in Stuttgart (stella-sha-ring of Stadtwerke Stuttgart), Berlin, and Hamburg (emmy, COUP).

Figure 19: E-scooters in Stuttgart - “stella-sharing” der Stadtwerke Stuttgart.46 (Source: Stadtwerke Stuttgart / miketraffic.com)

ESTABLISHMENT OF MOBILITY STATIONS

46 Cf. https://stella-sharing. de/, accessed on 17.12.2018

186

Component Intermodality

IM Goal Integration of the EM in urban planning

Sub-goal Design of P+R areas

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks: P + R spaces develop their significant because only a few actors are involved and no environmental benefits, above all in urban space. new skills need to be developed. The effort on communal areas can be described as relatively low

Sources TDP CPC MGC LIT neu

10 % 0 % X X AREAS P R + OF DESIGN

Measures in the sub-goal of designing P + R spaces IM-2-2-1 Designation of P + R spaces. IM-2-2-2 Expansion of CI at P + R spaces. IM-2-2-3 Offer special charging tariffs

No. IM-2-2-1

Measure Designation of P + R parking spaces The designation of new P + R areas serves to redirect commuter and shopping traffic in front of the conurbation from MIT to local public transport and, if necessary, other MaaS offers. The starting point is a traffic planning potential survey for the dimensioning of the P + R areas. The implementation includes structural measures, comprehensive signage and inclusion in information systems (dynamic signage, online offers, etc.). Planning should always be done in a regional context.

187

No. IM-2-2-2 IM Measure Expansion of CI at P + R areas

The P + R concept relieves inner cities of motorized vehicles in particular.

In order to make the journey to the parking lots, which are mostly outside

the inner cities, locally emission-free, P + R spaces can be made more attractive for BEVs and therefore equipped with CI. It is important to ensure that the vehicles are usually parked for a longer period of time and

that very low charging power (e.g. 3.6 kW) is sufficient. At the same time, the low charging capacity should be reflected in a charging tariff that may also be attractive for commuters.

No. IM-2-2-3

Measure Offer special charging rates

P + R users usually need the parking spaces for several hours, during which the charging point used is not free for further use. On the one hand, this results in the need for lower charging capacities (lower investment), but also the need for special charging tariffs. This can be made possible on the one hand by free / cost-reduced charging, on the other hand by reducing

the charging tariff by showing a valid public transport ticket. In many DESIGN OF P + R AREAS AREAS P R + OF DESIGN municipalities there are already electronic chip cards as public transport tickets, which, if the technical requirements are met, can be scanned directly at the charging station.

188

Component Intermodality

IM Goal Integration of the EM in urban planning

Sub-goal Integration into neighbourhood planning

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

General remarks:

The environmental benefit consists primarily in a For future legal framework conditions:

reduction in land consumption, the effects on see MT-1-3-2. immissions are more indirect.

Sources TDP CPC MGC LIT neu

0 % 0 % X X

PROVIDING INFORMATION MEASURES IN SUB-GOAL PARTICIPATING INTO THE NEIGHBOURHOOD PLANNING IM-2-3-1 Inclusion of the EM in the new building IM-2-3-2 Change of the parking space key IM-2-3-3 Redesign of attractive car parking spaces into bicycle parking spaces

No. IM-2-3-1

Measure Inclusion of the EM in the new building

With the market ramp-up, charging requirements at home and at employers will increase significantly in the coming decade. It is therefore particularly advisable to consider electromobility in new buildings in order to avoid subsequent retrofitting costs within the house electronics or at the house connection. For new buildings (residential and commercial buildings) in the district, the mobility transition towards

electric and intermodality must be incorporated into the planning. Already in the conception

189

CI (for cars and pedelecs), secure parking facilities for pedelecs, CHP or

photovoltaic systems (possibly in combination with local storage) to supply IM the CI and mobility points (with e-sharing offers) should be anchored.

There is also pressure to act from the user's point of view: mobility routines

can be changed more easily, especially when changing residence or job, so that in new buildings, particular importance should be attached to establishing sustainable mobility offers at an early stage.

No. IM-2-3-2

Measure Change of the parking space key

When planning new quarters or over-planning existing ones, there is an

opportunity to give investors an attractive monetary incentive to promote

sustainable forms of mobility by reducing the number of parking spaces.

Instead, other, more sustainable forms of mobility have to be offered, for example a car sharing station or pedelec sharing in the neighborhood. In

addition, permanent activation measures should be established, such as

permanent information offers or recurring test offers / events. The municipality defines the parking space statutes based on the respective state building regulations.

No. IM-2-3-3 PROVIDING INFORMATION Measure Redesign of attractive car parking spaces into bicycle parking spaces

Popular car parking spaces that are located directly in front of the main entrances to private and public buildings are being converted into bicycle parking spaces. A two-wheel journey is also made more attractive as charging facilities for pedelecs and lockable bicycle boxes are set up. Disabled parking spaces are of course available.

190

Component Intermodality

IM Goal Information and activation

Sub-goal Provision of information

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources TDP CPC MGC LIT neu

0 % 0 % X

M EASURES IN SUB-GOAL PROVIDING INFORMATION

IM-3-1-1 Implementation of target group-specific image campaigns IM-3-1-2 Provision of apps

PROVIDING INFORMATION

No. IM-3-1-1

Measure Implementation of target group-specific image campaigns

In addition to general image campaigns, which, for example, promote public transport for all users in the same way, target group-specific image campaigns can be used when a new service is introduced or an existing service does not have the expected number of users. Target groups can be chosen freely (e.g. commuters, young people, the elderly, residents, tourists, etc.) This can be done on the basis of a target group analysis by identifying obstacles to the use of an existing or potential mobility offer through surveys. It is then easy to work out how to address the relevant user group: It may be that promotional offers, test campaigns or on-site appointments (demonstrations) are effective or a different branding is required; it may also be necessary to start earlier, namely on the awareness of potential users.

191

No. IM-3-1-2

Measure Provision of apps IM

In order to enable seamless transitions between different modes of

transport, the provision of apps with real-time information on changing options, booking modalities and routes is indispensable (cf. BMVI 2014a:

53). Existing apps should be used wherever possible in order to save resources and promote cross-municipal functionality of the apps. Since the

range of apps is changing very dynamically, municipalities should find out up-to-date information about which apps offer the individually desired

functions and are already well used in the region. Currently the most important representatives are Qixxit, Ally, Mobility Map and Moovel. The

app providers each cooperate with various MaaS providers and public

transport, so that it is necessary to check which apps locally cover the most

offers. PROVIDING INFORMATION

192

Component Intermodality

IM Goal Information and activation

Sub-goal Offering advice and training

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks:

OFFERS In rural areas, the cost / benefit ratio of mobility centers is due to the higher relevance of the

motorized vehicle and the lower user figures are more difficult to show than in urban areas; NG intermunicipal solutions may have to be sought.

TRAINI Sources TDP CPC MGC LIT neu

AND 0 % 4 % X X

MEASURES IN SUB-GOAL OFFERING ADVICE AND TRAINING IM-3-2-1 Offering online mobility advice

IM-3-2-2 Establishment of a mobility center

OFFERING CONSULTING

No. IM-3-2-1

Measure Offering online mobility consultation

Online mobility advice can be implemented directly by the municipality

and offers, for example, directly embedded in the municipality's website,

information on all travel options in the municipality. The focus should be on the means of transport of the environmental association, but the motor vehicle should not be excluded (for example information on parking fees, P + R spaces, etc.). The aim of mobility advice is to show the most environmentally friendly routes possible.

193

No. IM-3-2-2

IM Measure Establishment of a mobility center

A mobility center is a prominent point of contact for all information about

sustainable mobility, to be placed prominently in a busy place. In contrast

to apps and online offers, the advice is also available to less tech-savvy

people and thus reaches a broader target group. The mobility center

should have all the information about change options, booking modalities and routes ready.

Example of Good Practice:

The Kommunale Verkehrsgesellschaft Lippe (KVG) mbH maintains the

47 Cf. https://www.lippemo- InfoThek Mobility Advice, which provides public transport information bil.de/de/infothek-seCice/ mobilitaetsberatung-ast-alf/, (timetables, tickets, tariffs, etc.) on all aspects of route planning, car accessed on 05.12.2018 OFFERS

sharing, call collective taxi / call line trips , Advises on connections to airports in the region. In addition, information on bicycle use is given

and complaints accepted. 47

TRAINING

AND OFFERING CONSULTING

194

Component Intermodality

IM Goal Information and activation

Sub-goal Promoting

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks:

ADVANCEMENT The financial outlay for trial offers and free which are to be adopted in the household. public transport tickets can be set in the form of budgets.

Sources TDP CPC MGC LIT neu

0 % 4 % X X

MEASURES IN SUB-GOAL PARTIAL PROMOTION IM-3-3-1 Issue of trial offers IM-3-3-2 Receipt of public transport tickets when buying a BEV IM-3-3-3 Creation of target group-specific offers

No. IM-3-3-1

Measure Issue of trial offers

Trial offers are time-limited, at best free or discounted offers, which can lower the inhibition threshold for using intermodal forms of mobility. It is conceivable to issue vouchers, for example when moving to the municipality in the form of a voucher book in cooperation with mobility service providers and other locally based companies. It is also common to issue free (trial) tickets to municipal events.

195

No. IM-3-3-2

IM Measure Receipt of public transport tickets when purchasing a BEV

BEVs drive locally emission-free and are therefore preferable to an ICV,

but they also contribute to traffic problems in city centers if they are used

exclusively for private purposes with low occupancy. Therefore, by

providing free annual public transport tickets, BEV buyers could be encouraged to use public transport for parts of their journeys. At the same time, there is an incentive for ICV owners to switch to

BEV set. It is legally irrelevant if automobile manufacturers issue such funding. In the case of municipalities, this could be aid that has to be justified. The general principle of equal treatment (Art. 3 of the Basic Law)

could also conflict with this. Finally, it would also have to be clarified

whether the fairness of charges is observed if the public transport provider ADVANCEMENT is a public company.

No. IM-3-3-3

Measure Creation of target group specific offers

Example of Good Practice In the electromobility concept of Jenaer Nahverkehr GmbH, an attempt is being made to establish e-car sharing exclusively for the residents of a new district.

196

Component Intermodality

IM Goal Improving the switch

Sub-goal Privileged parking

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks: The need and relevance for car sharing parking spaces are higher in urban areas, but there is also

significantly higher competition for use here.

Sources TDP CPC MGC LIT neu

10 % 16 % X

PARKING S THE PRIVILEGING

MEASURES IN SUB-GOAL PRIVILEGED PARKING IM-4-1-1 Creation of parking spaces for e-car sharing vehicles IM-4-1-2 Parking discounts for BEV and sharing vehicles

No. IM-4-1-1

Measure Creation of parking spaces for e-car sharing vehicles

In addition to discounts on public parking spaces for e-car-sharing vehicles, it is also possible to reserve parking spaces exclusively for use by e-carsharing vehicles. For this purpose, new parking spaces can be designated or existing ones can be rededicated. This makes e-car sharing much more attractive, convenient and visible in the street view.

197

No. IM-4-1-2 IM Measure Parking discounts for BEV and sharing vehicles

Parking discounts or the waiver of parking fees on public parking spaces for

BEV and (e-)sharing vehicles are made possible by the Electric Mobility Act (EmoG) and the Carsharing Act (CsgG). It should be noted that both privileges can also be combined. In particular, the reduction or availability of parking spaces in prime locations can create incentives to switch to BEV or e-car sharing. This mainly concerns parking spaces near the city centre

and at mobility stations.

PRIVILEGING THE S PARKING PARKING S THE PRIVILEGING

198

Component Intermodality

IM Goal Support for the CMM

Sub-goal Creation of framework conditions

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

General remarks: The measures in this sub-goal do not follow any questioned 494 active municipalities answered 478 chronological order, but only list the municipalities' question about support with the various options. Every municipality should pacify commercial vehicle fleets, see Figure 20. Measures according to their own circumstances. Although there is a clear leverage here, choose the electric motors. to carry over two at 70% Third not active at all. A further 15% were able to do the following. The following illustration is taken from the section 1.1. Only 15% are already actively described by the BMVI city survey (2019). From or plan to do so. Figure 20: Support for the electrification of commercial vehicle fleets (cf. BMVI 2019)

CREATING FRAMEWORK CONDITIONS 70%, 335 no support available

Figure 20: Support for the electrification of commercial vehicle fleets(cf. BMVI 2019)

70 %, 335 no support available

15 %, 69 I do not know

8 %, 40 Support available

7 %, 34 Support planned

Support for the electrification of commercial support municipalities (27 mentions). Financial vehicle fleets by municipalities focuses subsidies are also occasionally offered primarily on advice and networking (54 (15 mentions) and supported in the mentions). But also for needs analysis and establishment of a procurement guideline (9 procurement mentions).

199

Sources TDP CPC MGC LIT neu IM 10 % 24 % X X

MEASURES IN SUB-GOAL CREATION OF FRAMEWORK CONDITIONS IM-5-1-1 Networking IM-5-1-2 Implementation of information events IM-5-1-3 Creation of advisory services

IM-5-1-4 Integration of MaaS and public transport providers in municipal

IM-5-1-5 VF. Introduction of job tickets for municipal employees. IM-5-1-6 Increased comfort for cyclists IM-5-1-7 Introduction of an alternative incentive system for the job cycle in the public service

IM-5-1-8 Carpool honoring CONDITIONS IM-5-1-9 Remuneration for foregoing a parking space

No. IM-5-1-1

Measure Networking

As part of an actor network, the municipality can activate CMM initiation.

CREATING FRAMEWORK For this purpose, for example, vehicle fleet managers, managing directors /

department heads or staff councils should be addressed in order to bring them to the table together with local actors. On a wide range of topics from the areas of electrification and diversification of operational VFs as well as

healthier and more sustainable employee mobility, it is important to provide information, to enable the exchange of experiences, to stimulate cooperation or to determine communal possibilities of support (if necessary also by external service providers).

No. IM-5-1-2

Measure Implementation of information events

Employees of local companies should be given the opportunity to find out more about sustainable, corporate mobility. This includes information events and campaigns carried out by the municipality as well as the distribution of information material (e.g. flyers) which should include ecological, economic and health aspects of corporate mobility. About that

200

In addition, the municipality can conduct surveys among employees,

IM which can be used to identify priorities. The general conditions that would

enable the employee to forego his or her private car should also be queried.

In addition, the attractiveness of various components of corporate mobility

management can be assessed.

No. IM-5-1-3

Measure Creation of advisory services

The municipality can act as a consultant for companies in the field of

corporate mobility management or hire external consultants. For

companies, for example, information on the tax depreciation of the

acquisition and operating costs of pedelecs as company bicycles or support in the creation of a corporate mobility concept are exciting. With this measure, it must be ensured that all local companies have equal access to

the offer and that no company is preferred.

FRAMEWORK CONDITIONS No. IM-5-1-4

Measure Integration of MaaS and public transport providers in municipal VF

CREATING If the fleet analysis (MT-3-3-1) shows that certain vehicles are only rarely

used, the economic effects of eliminating them and replacing the remaining journeys with MaaS and public transport services should be considered. Municipalities without a vehicle fleet often reimburse

employees for the use of private cars ("mileage allowance") - thereby

cementing the use of the car as a means of transport to work. Here, too, business trips should be increasingly transferred to the offers mentioned. Subsidies for public transport tickets for employees (“job tickets”) (IM-5-1-5) are an easy way to get started.

No. IM-5-1-5

Measure Introduction of job tickets for municipal employees

Municipal employees should receive a subsidy for public transport time

tickets through job tickets. If the job ticket principle has not yet been

established, this should be introduced and made known to companies and employees by means of information campaigns. Both economic and ecological advantages such as CO2, NOx and fine dust savings can be highlighted.

201

No. IM-5-1-6

IM Measure Increased comfort for cyclists

If the use of bicycles is to be increased, it must be made easier for employees

to cycle to work every day. Here, as an employer, the municipality can ensure pedelec-friendly framework conditions, e.g. enable the safe charging

of batteries at the workplace, set up changing rooms and lockers or create secure covered parking facilities in the immediate vicinity of the main

entrance.

. No IM-5-1-7

Measure Introduction of an alternative incentive system for the job cycle in the public service

Municipal employees in particular usually cover distances within the city or

municipal area that can be covered by bike or pedelec. As remuneration conversion is not possible due to the TVöD, alternative incentives for

switching to cycling must be created. In particular, non-material incentives such as safe, covered parking facilities directly at the main entrance,

charging facilities for pedelecs and changing rooms with lockers and showers come into question.

CREATING FRAMEWORK CONDITIONS

No. IM-5-1-8

Measure Carpool honoring

The formation of car pools for the daily commute is cost-efficient and reduces both the environmental pollution by air pollutants and the space requirements in road traffic due to the increased occupancy of the cars. The formation of car pools should therefore be rewarded as part of corporate mobility management. In addition to monetary incentives, the issue of vouchers or an ideal prize such as a challenge cup is also conceivable. This could be given once a year to the driver and passengers, e.g. as part of a Christmas party.

202

No. IM-5-1-9 IM Measure Remuneration for foregoing a parking space

If the employee contractually waives the company parking space to which

he is entitled, the employer has the option of ensuring financial compensation. This measure strengthens the formation of car pools and the use of the environmental network (public transport / bike). In order to give BEV an advantage, users of these vehicles could receive both

privileges: financial compensation and still use of the parking space.

CREATING FRAMEWORK CONDITIONS

203

Component Intermodality

Goal Support for the CMM IM

Sub-goal Fleet-specific CMM

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit direct direct

Sources

TDP CPC MGC LIT neu

0 % 4 % X X

SPECIFIC CMM CMM SPECIFIC - MEASURES IN SUB-GOAL FLEET SPECIFIC CMM IM-5-2-1 Opening of commercial VF FLEET IM-5-2-2 Introduction of vehicle pooling IM-5-2-3 Introduction of an e-fleet seal

No. IM-5-2-1

Measure Opening of commercial VF

Fleet vehicles can be opened to the public as well as to a closed group of users (e.g. employees) for private use after business hours and on weekends. For this purpose, the vehicle can only be offered by an established car sharing provider during set times. This increases employee mobility as well as the utilization and thus the economy of the vehicles. If it is a question of BEV, inhibition thresholds can be reduced and interest in the technology aroused.

204

No. IM-5-2-2

IM Measure Introduction of vehicle pooling

Vehicle pooling can be carried out in-house or across companies - the

same applies to municipalities and their own businesses. Due to the centralization of the fleet management (MT-3-1-1), fewer vehicles may be

required and the costs and administrative effort are reduced.

. IM-5-2-3 No

Measure Introduction of an e-fleet

seal

The municipality includes an additional award criterion in tenders, which gives preference to bidders who provide a vehicle fleet with specific ecological criteria (e.g. predefined proportion of alternative drives, Eco-

Test fleet seal from ADAC, etc.).

SPECIFIC CMM CMM SPECIFIC

- FLEET

205

Component Intermodality

Goal Funding of the CMM IM

Sub-goal User group specific CMM

Rural areas Urban areas

Political feasability

Financial expenditure

Impact on traffic direct direct

Environmental benefit

Sources CMM TDP CPC MGC LIT neu

0 % 0 % X

SPECIFIC

M EASURES IN SUB-GOAL USER GROUP-SPECIFIC CMM

GROUP IM-5-3-1 Electrification of social services IM-5-3-2 Electrification of taxis

USER IM-5-3-3 Electrification of commuter traffic IM-5-3-4 Electrification of crafts

No. IM-5-3-1

Measure Electrification of social services

Social services have the ideal requirement profile for the electrification of their vehicle fleet: the vehicles are mostly small, the daily mileage can usually be managed without intermediate charging by BEV and the annual mileage is high (and therefore economically / ecologically advantageous). In addition, charging options can usually be easily installed in the depot of the social services and supplied with (partially) existing PV or CHP units. The municipality has several options for promoting the electrification of social services: initiation through addressing and networking stakeholders, highlighting existing funding programs for electrification or setting up a municipal funding program. All locally based social services should always

be involved and closed

206

It is advisable to consult external experts to carry out logbook analyzes

IM (possibly subsidized by the municipality) or to draw up charging strategies.

Good practice example: In the sMobility project, three care services in and around Erfurt covered 600,000 km with 25 electric vehicles at 8 locations in the last two years. The partially leased and partially purchased vehicles are extremely well received by the employees and so the care services are increasing their share of electric vehicles. The use of electric vehicles can be mapped economically, e.g. with the help of a charging strategy (demand-based charging) connection costs at a location with 5 charging points could be reduced

from EUR 50,000 to EUR 3,000.

CMM No. IM-5-3-2

Measure Electrification of taxis

SPECIFIC In addition to the currently growing BEV offer in relevant vehicle segments, a comprehensive CI offer is fundamental for the electrification

of the taxi industry. On the one hand, this should cover the private depots GROUP (AC-CI, because charging takes place at night) and, on the other hand, taxi

stands, petrol stations or break areas in (semi-) public spaces (DC-CI, USER because charging takes place temporarily). With the DC-CI in (semi-) public space, it is relevant that this may only be used by the taxi industry in order to minimize waiting times; a cheap electricity tariff for the taxi industry makes in the initial phase also makes sense. If DC-CI is installed directly on taxi stands in order to enable charging while waiting, the respective taxi regulations must be observed. Municipalities can also offer taxi companies advice on BEV and CI offers, support the exchange of experiences or set up municipal funding programs (e.g. funding for BEV procurement or installation of AC-CI). When budgeting such a funding program, it makes sense in advance to define and adopt a target with regard to the electrification quota. Good practice example: Possibly. According to the taxi regulations, charging taxis are considered not ready to leave, which means they are not allowed to charge at the taxi stand. To this end, a solution was presented in Chapter 4.2 of the electromobility concept “Electric Taxi Action Plan Stuttgart”, see Figure 21. Here, the taxi rank is converted into an exclusive taxi rank for e-taxis (2nd place) and a general taxi rank for all taxis (places 3 and 4) separately.

207

48 LHS Stuttgart: Elektro- Place 1 is the loading area and therefore not part of the taxi stand. Inquired Ta-xi-Aktionplan Stuttgart, drivers can, however, interrupt charging, reset to position 2 and pick up electromobility concept, IM 2018. Unpublished the passenger. 48

Figure 21: Location concept of charging e-taxis at the taxi stand

(see LHS Stuttgart 2018)

CMM

SPECIFIC

GROUP

No. IM-5-3-3 USER

Measure Electrification of commuter traffic

For the electrification of commuter traffic, potential analyzes must first be carried out in order to be able to determine the volume of traffic as well as

the mobility needs of commuters. In a further step, proposed solutions are

developed that are individually tailored to the municipality. These can include measures such as the expansion of the P + R offering with CI (MT-1-2-2) or the activation of larger employers to introduce CMM; however, they cannot be defined across the board, which is why the involvement of external experts is advisable.

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No. IM-5-3-4

IM Measure Electrification of the craft

Many craft businesses have tours that do not exceed the range of today's

BEV, so that intermediate charging is seldom or never necessary and in most cases only has to be charged at the depot. The municipality has two

options for promoting the electrification of the skilled trades: highlighting existing subsidy programs for electrification or setting up a municipal subsidy program. In both cases, all local craft businesses should be informed

and invited to an interview. It is advisable to consult external experts to

carry out logbook analyzes (possibly subsidized by the municipality).

Good practice example:

CMM The Senate Department for Economics, Energy and Enterprises of the

State of Berlin supports 48 small and medium-sized companies as well as self-employed people who need a motorized vehicle to carry out their work in the funding program “Economic Electromobility” (WELMO). The SPECIFIC acquisition of electric cars, electric vans, e-scooters and e-bikes and the establishment of charging infrastructure are subsidized. Consulting

GROUP services can also be funded.

The aim of the measure is to promote the electrification of commercial

USER vehicle fleets in the capital and to make a meaningful contribution to an

active innovation and industrial policy. 48 Cfl. www.welmo.de, (accessed on 04.02.2019)

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6 Appendix

6.1 Glossary 6.2 Figures and tables 6.3 Bibliography and sources imprint

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6.1 Glossary ABBREVIATIONS BEV Battery Electric Vehicle, fully electric vehicle; no differentiation is made this brochure between fully and partially electric vehicles CHP (Cogeneration heat and power plant) BlmSchG Federal Emission Protection Act CMM Corporate mobility management BMUB Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety

BMU Federal Ministry for the Environment, Nature Conservation and Nuclear Safety BMVI Federal Ministry of Transport and Digital Infrastructure CO2 Carbon dioxide; In this brochure, CO2 is used to represent greenhouse gases or CO2 equivalents are used CsgG Carsharing Act Difu German Institute for Urban Studies gGmbH EE Renewable energies EM Electromobility EmoG Electromobility Act VF Vehicle Fleet (s) GVFG Municipal Transport Financing Act ICV Internal Combustion Vehicle (ex. vehicles with combustion engine) ICT Information and Communication Technologies IM Intermodality, i.e. the use of more than one means of transport on one route (e.g. with the car to the P + R area and from there by public transport). In this brochure, the Intermodality the approach of multimodality, i.e. the use of more than one means of transport for the same routes (commuters who alternate between bicycle, car and public transport). CEP services Courier express parcel services CPC Climate protection sub-concept mobility CI Charging infrastructure LIT Literature (in the present study refers to measures from the previous accompanying research published in the brochure "Electromobility guidelines for municipalities" as well as all electromobility measures from the municipal study "Local mobility change electrification and digitization of mobility in cities and municipalities in Baden-Württemberg" LSV Charging station ordinance MaaS Mobility as a Service, the use of mobility as a service, e.g. by booking different means of transport with the same provider MGC Master plan Green City MIV Motorized private transport MT Motorized traffic - in this brochure, private motorized traffic as well as commercial traffic (incl. logistics) assigned to a higher-level module, which includes essentially passenger cars and light commercial vehicles. NOx, Nitrogen oxides NPE National Platform for Electromobility Opportunity Automatic intermediate charging of e-buses at stops charging Charging Overnight regular full charging of e-buses overnight at the depot PT Public transportation

212 PV Photovoltaics C Bicycle traffic (focus: electric bicycle traffic, i.e. pedelecs, e-bikes) SPNV Local rail passenger transport StVZO Cycle traffic licensing regulation TDP Traffic development plan

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• 6.2 Figures and tables • EDUCATION • Figure 1: Development of emissions from transport (see BMU 2018: 39) 11 • Figure 2: Sources of emissions from transport in 2016 (excluding CO2 from biofuels) (cf. BMU 2018: 39) Figure 3: Federal government's traffic integration forecast for 11 2030 (cf. 11 • Figure 4: Activity level in municipalities and approaches to strategic anchoring (see 15 BMVI 2019) Figure 5: Anchoring electromobility in strategy and planning papers 15 (see BMVI 2019) Figure 6: Number of goals, sub-goals and measures per module 23 • Figure 7: Proportion of EM measures per module in CPC and TDP • Figure 8: Engagement in the area of charging infrastructure in active 29 municipalities (cf. BMVI 2019) Figure 9: Overview of the evaluations of all criteria in 33 the sub-goals 37 • Figure 10: Sub-goals with relevance for the further market ramp-up per module 42 • Figure 11: CI location macro location (cf. Stadt Schwabach 2018) 61 • Figure 12: CI profile for the localization of the micro-location (cf. Stadt Schwabach 61 2018) • Figure 13: Activities of municipalities in the field of sector coupling (see BMVI 2019) 70

Figure 14: Daily mileage (green) in the study period vs. BEV range (red) • (see Municipality of Flein 2019) 81 • Figure 15: Promotion of e-car sharing in active municipalities (cf. BMVI 2019) 92 • Figure 16: The electromobility roadshow in Putbus on October 21, 2018 (see NOW 104 GmbH 2018) Figure 17: Positive (left) and negative (right) signs for CI parking spaces 113 • (own illustration based on FUAS 2017) • Figure 18: Visualization of a measure for upgrading cycle paths 146 • (see municipality of Gärtringen 2018)

• Figure 19: E-scooter in Stuttgart - “stella-sharing” from Stadtwerke Stuttgart • (Source: Stadtwerke Stuttgart / miketraffic.com) 185 • Figure 20: Support in the electrification of commercial vehicle fleets (cf. BMVI 2019) 198 Figure 21: Location concept of charging e-taxis at the taxi stand (see LHS Stuttgart 207 2018)

TABLE Table 1: Number of measures analyzed per plan / study 21 Table 2: Distribution of the examined plans TDP / CPC to the size of the municipality 22 Table 3: Sub-goals with a direct impact on traffic 38 Table 4: Sub-goals with direct environmental benefits 39 Table 5: Sub-goals relevant to the market ramp-up 40 Table 6: Simplified demand assessment of (semi) public charging points for smaller 59 communities

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6.3 References and Bibliography

• Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety (BMU) 2018: Climate protection in figures - facts, trends and impulses of German climate policy • Federal Ministry for the Environment, Nature Conservation, Building and Nuclear Safety (BMUB) 2017: Factsheet on the preparation of climate protection sub-concepts: Notes on how to apply. Directive on the promotion of climate protection projects in social, cultural and public institutions within the framework of the National Climate Protection Initiative of 22.06.2016 • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2019: Electromobility in German municipalities. Stocktaking. Coordinated by NOW GmbH. Prepared by Fraunhofer ISI. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2017: Process guideline for the legally secure establishment and organisation of AC/DC infrastructure. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2016: Final report: Evaluation of the practical suitability and environmental impact of electric vehicles. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2016a: Electromobility in car sharing - status quo, potentials and success factors. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2015: Electromobility in municipal implementation. Municipal strategies and planning instruments. Berlin • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2014: Electromobility in municipalities. • Guidelines for action. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2014a: Electromobility in urban and transport planning. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) 2014b: Electric mobility in urban commercial transport - opportunities and scope for action in the municipalities. Berlin. • Federal Ministry of Transport and Digital Infrastructure (BMVI) without year: Funding guidelines of the BMVI for • "Digitization of municipal transport systems": Clean Air Emergency Programme 2017 - 2020 • In: https://www.bmvi.de/SharedDocs/DE/Artikel/DG/digialisierung-kommunaler- verkehrssysteme. html?nn=12830, accessed on 20.11.2018 • Federal Ministry of Transport and Digital Infrastructure (BMVI) Promotion of electromobility by the BMVI: Batterie, Ladeinfrastruktur und Wasserstoff / Brennstoffzelle. In: https:// www.bmvi.de/ SharedDocs/DE/Artikel/G/foerderung-bmvi.html?nn=12830 • e-mobil BW GmbH - State Agency for New Mobility Solutions and Automotive Baden- Württemberg (e-mobil) 2018: Local mobility change - Electrification and digitisation of mobility in cities and municipalities in Baden-Württemberg. In: https://www.e-mobilbw.de/ files/e-mobil/content/DE/ Publikationen/PDF/PDF_2018/Kommunenstudie_RZ_web.pdf, accessed on 05.02.2019 • Nationale Plattform Elektromobilität (NPE) 2018: Fortschrittsbericht 2018 - Markthochlaufphase.

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• NOW GmbH National Organization for Hydrogen and Fuel Cell Technology (NOW) without year of publication. Urbaner Wirtschaftsverkehr. In: https://www.now-gmbh.de/content/seCice/3-publikationen/5- mobilita- ets-und-kraftstoffstrategie/180206_21x21_brosch-re_wirtschaftsverkehr_ansicht-1.pdf, accessed on 10.01.2019 • NOW GmbH Nationale Organisation Wasserstoff- und Brennstoffzellentechnologie (NOW) 2018a: Elektromobilität vor Ort – Ergebnisbericht des Zentralen Datenmonitorings des Förderprogramms Elektro- mobilität vor Ort des Bundesministeriums für Verkehr und digitale Infrastruktur. In: https://www.now-gmbh. de/content/service/3- publikationen/2-modellregionen-elektromobilitaet/zdm-ivv-ergebnisbericht_final.pdf, accessed on 04.02.2019 • NOW GmbH Nationale Organisation Wasserstoff- und Brennstoffzellentechnologie (NOW) o.J.: För- derrichtlinie / Förderaufrufe. In: https://www.now-gmbh.de/de/bundesfoerderung-elektromobilitaet-vor-ort/ foerderrichtlinie#initiative2, accessed on 02.10.2018 • NOW GmbH National Organization for Hydrogen and Fuel Cell Technology (NOW) without year of publication. • In: https://www.now-gmbh.de/de/bundesfoerderung-elektromobilitaet-vor-ort/begleitforschung, accessed on 30.10.2018 • Stadt Herrenberg o.J.: Verkehr & Mobilität: Integrierter Mobilitätsentwicklungsplan (IMEP 2030). • In: https://www.herrenberg.de/de/Mitmachstadt/Projekte/Projekte-A-Z/Projekt?project_id=37, accessed on 20.11.2018 • Städteregion Ruhr o.J.: Masterplan als Instrument. In: http://www.staedteregion-ruhr-2030.de/cms/master- plan_als_instrument.html, accessed on 12.12.2018 • Wefering, Frank; Rupprecht, Siegfried; Bührmann, Sebastian; Böhler-Baedeker, Susanne 2013: Guide- lines. Developing and Implementing a Sustainable Urban Mobility Plan.

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This publication has been translated in consent with NOW GmbH. To access the original document please refer to https://www.xn--starterset-elektromobilitt-4hc.de/content/3-Infothek/2-Publikationen/15-foerderung-der-elektromobilitaet-durch-verankerung-in- kommunalen-mobilitaetsstrategien/broschuere_now-mobilitaetsstrategien.pdf The translation was realized within the project "TUMIVolt" of GIZ on behalf of BMZ.