State of the Art Commercial Electric Vehicles in Western Urban Europe

Commercial Electric Vehicles in western urban Europe State of the art

This report contains the outputs of a state of the art study of commercial electric vehicles (CEV) commissioned by the Cross River Partnership (CRP) and carried out by Element Energy.

Background

CRP is leading EVUE (Electric Vehicles in Urban Europe), a platform of exchange, development and dissemination of electric vehicle (EV) strategies for a consortium of 9 European cities, based on the URBACT II model. EVUE city partners have been working in particular on the topics of infrastructure and business models for EVs.

In this context, CRP commissioned a review of operational programmes (OPs) in order to provide EVUE cities with guidance when seeking funding for electric vehicle activities. However, with the 2007-2013 EU budget period coming to a close, the OPs from which funding can be sought by the partner cities have been allocated. Following feedback from all the EVUE partners and consistent with the aim of securing EU investment funding, it was suggested support on more general funding opportunities should be provided instead.

Aim of the report

When it comes to identifying “the opportunities for better integrating city EV strategies”, each city under the EVUE project has been developing their own city specific Local Action Plan (LAP). The next challenge is to secure implementation funding for these strategies.

Therefore, in order to assist EVUE cities in securing funding for EV activities, this report provides a ‘state of art’ on EVs as this is a typical requirement of EU funding programmes.

FP7, Theme 7 “Transport” Work programme and EVs

Within the overall scope of the EVUE project’s focus on e-mobility, and recognising the challenges imposed by the financial crisis on most partners, it was identified that where electric vehicles are especially beneficial i.e., trips of less than 120km in areas with significant noise and air pollution, would be a good focus for funding opportunities. Subsequently an awareness of the opportunities associated with the freight and logistics industry was seen as appropriate.

The overall aims and objectives of the FP7 Work Programme for Transport are to develop integrated, safer, “greener” and “smarter” pan-European transport systems and are therefore very relevant to EVs deployment. The Work Programme also encourages electric vehicle technologies to not be treated in isolation from the rest of the transport system notably by involving wide range of stakeholders in different aspects of EV based logistics (grid operators, vehicle manufacturers, different municipalities, logistics service providers…). The demonstrators or trials funded under this programme are an opportunity to test and collect data on the performance of EVs and their impact on the surroundings, including local impact on the grid, in different settings across Europe. FP7 projects can also include analysis framework to identify likely systemic impacts of wider scale deployment of EVs on the grid, environment and transport network.

Commercial Electric Vehicles in western urban Europe State of the art

Overview of e-freight’s challenges

In order to reach the EU goal to limit climate change below 2ºC, emissions need to be reduced by 80-95% below 1990 levels by 2050. In addition, the European Green Car Initiative (EGCI)1 also underlines that delays and pollutions caused by urban traffic are the source of €100 billion worth of losses, or 1% of the EU’s GDP, every year to the European economy. A large proportion of air pollution and CO2 problems derive from city vehicle fleets. TNO analysis shows that by 2015 about 74 % of the local traffic emissions in European cities will come from 14 % of the kilometers driven2. The majority of those kilometers are from light commercial vehicles and medium to large trucks. This demonstrated that short and long term action plans on freight vehicles in urban areas are necessary to allow a significant reduction of local emissions.

Several projects on a European level, including FIDEUS3 and ELCIDIS4 have aimed at demonstrating the use of EVs in logistics. However, their impact on vehicle uptake has been limited, mainly because the battery technology used at the time (lead-acid, nickel-cadmium, ZEBRA) meant the EVs were not only expensive but also limited in range, power and payload. On the contrary, vehicles based on lithium-ion batteries have allowed significant power and energy density improvement over the EVs of the 1990s and 2000s. This technology leap means fewer barriers are to be overcome. The challenge now is to improve the practical and commercial viability of ultra-low emission vehicles for freight.

This report includes sections on electric vehicle technologies and charging infrastructures in the context of urban logistic operations. Investigating urban logistics has involved reviewing recent European Commission Framework Programme (FP) projects which are at the forefront of best practices. The state of the art on EVs and their infrastructure is also based on Element Energy’s knowledge of the industry.

1 EGCI - European Green Cars Initiative PPP - Multi-annual roadmap and long-term strategy – Nov 2010 2 TNO, Schone lucht voor Amsterdam - Herijking Amsterdamse maatregelen luchtkwaliteit, Jun 2011 3 Freight Intelligent Delivery of Goods in European Urban Spaces, FP6 funded 2005 – 2008 (http://www.efreightproject.eu/knowledge/defaultinfo.aspx?topicid=383&index=6) 4 Electric Vehicle City Distribution, FP6 funded 1998-2002. See Appendix

Commercial Electric Vehicles in western urban Europe State of the art

1 Electric freight vehicles

1.1 Challenges and potential barriers for e-freight’s development

Technologies development and domestic as much as international goals to reduce CO2 emissions are likely to have a positive impact on the uptake of EVs. However, the future of EV is closely linked to complex issues such as oil price and consumer acceptance that are not easy to predict. Technological innovation and efforts to accelerate the deployment of clean vehicles have to be encouraged to overtake the barriers to EVs’ development.

Cost considerations

One of the main barriers to the spur of EVs in logistics is their high cost. Generally the challenge is the high capital cost, which is only partially offset by a reduced operating cost. For example, the current total costs of ownership (TCO) of CEVs are higher than a conventional diesel van over four years, as the running cost savings do not offset the additional purchase price. The current TCO premium is above 50% for a pure EV in larger vans, though this is sensitive to assumptions on fuel price inflation and servicing costs. Figure 1 illustrates this problem for a sample vehicle class, in terms of their TCO in 2011:

Figure 1: Comparison of total cost of ownership for 2011 panel van (2.6-2.8t GW) of various powertrains. Source: Element Energy, Ultra Low Emission Vans study for the Department for Transport, UK, 2011

There is however a strong potential for EVs in the light commercial vehicle market in the long term, as rising fuel costs and falling battery and fuel cell costs cause ownership costs to converge by 2030. All powertrains except the pure EV are within 10% of the ownership costs

Commercial Electric Vehicles in western urban Europe State of the art of a diesel van, which interviews with van operators suggest is the maximum premium they are willing to pay to deploy EVs across their fleets.

Figure 2 illustrates this development for a sample vehicle class, in terms of their total cost of ownership in 2030:

Figure 2: Comparison of total cost of ownership for 2030 panel van (2.6-2.8t GW) of various powertrains. Source: Element Energy, Ultra Low Emission Vans study for the Department for Transport, UK, 2011

The high battery costs, which dominate the total cost of ownership for EVs along with penalties associated with the range and charge time, are likely to persist for the foreseeable future and be a major barrier to widespread uptake of EVs. Lack of certainty surrounding the residual value of the vehicles also affects the economic viability of EVs. Therefore novel solutions are required to meet the policy objective of deploying EVs in logistics applications.

A combination of technical, logistical and policy measures are needed to improve the ownership cost case for EV operators and penalise conventional vehicles, in an attempt to tilt the economic balance in favour of EVs. These effects are illustrated schematically in Figure 3.

Figure 3: Schematic view of vehicle ownership cost over time: incumbent (in grey) versus electric vehicles (in black)

Commercial Electric Vehicles in western urban Europe State of the art

In order to achieve the 2030 uptake of EVs required by the EC’s White Paper, a range of mechanisms will be required to overcome the capital cost penalty for operators. For example:

 Procurement – using bulk procurement strategies (to reduce capex through volume purchase) and also including EV requirements in logistics procurement by customers.

The purchase of large CEV fleets by state owned utility companies is a major

instrument in the strategy of the French National Electric Vehicles Plan to achieve the

objective of 450,000 electric/hybrid vehicles by 2005. 2 million vehicles by 2020 and

4.5 million by 2015. 19 private and public sector organisations (including Air France,

Areva, Bouygues, EDF, France Telecom, GDF Suez, La Poste, RATP, SNCF, Veolia

and Vinci have committed to put in service 50,000 electric vehicles by 2015.

La Poste intends to run 15,637 Renault Kangoo ZE vehicles and 3,074 Peugeo Ion

vehicles by 2015. The aim of the project is to encourage low carbon powertrains use

for delivery and therefore reduce the sectors emissions. The project is also willing to

work on acceptance issues by spreading knowledge on the technology.

 Leasing models – to spread the high capital cost of the vehicle and/or battery over longer periods, and hence reduce the up-front burden on the logistics operator.

The manufacturer Renault manages to sell the electric version of the Kangoo model

(‘Kangoo ZE’) for a very competitive price (€15,000) thanks to its innovative battery

leasing scheme, along with the purchase grant allocated to electric vehicles by several

member states. The battery is not purchased but leased for a subscription of €72 per

month (indicative cost, for three years contract).

 Residual value – working with lease companies and re-sellers to improve the perception of the residual value of the vehicles as they emerge into the market. No program or scheme is addressing this to our knowledge at the moment. Hoever, leasing the battery alleviates the worries around residual value to some extent.

 Policy to discourage competitors – i.e. to make the diesel models more expensive,

such as air quality zones, congestion charging penalties or road taxation aimed at CO2. Many cities from EVUE have implemented such policies. Examples from cities that are not part of the EVUE group are given below.

Rotterdam implemented a low emission zone scheme (milieuzone) in 2007 and Amsterdam an Environmental Zone for Freight transport in 2008. Both schemes only allow clean trucks to drive within the city centre. In Amsterdam, the system uses cameras to register the license plates of the trucks and fines the ones that do not have the required standards. This scheme has proved successful as in 2011 most of the truck drivers comply with the zone.

Commercial Electric Vehicles in western urban Europe State of the art

 Policy to promote EVs – access to restricted driving lanes, priority parking, fiscal incentives and extensions to curfew for deliveries. Here again, many cities from EVUE have implemented such policies.

Amsterdam is considering making cross marks on loading and unloading spaces

compulsory and introducing a new policy for night deliveries. These policies aim to

reduce congestion and air pollution by raising the availability of spaces and extending

delivery times.

Many initiatives at global level - government led such in the US or private sector led - are trying to address the cost of vehicle energy storage. Examples of European funded projects are given below.

The European funding project Autosupercap5 is developing high energy and high power supercapacitors to provide cars with affordable, effective power systems and to reduce weight and electrochemical storage devices related issues. The EASYBAT6 provides an in depth analysis on switchable batteries, standardised automobile components and interfaces to provide the industry with commercial solutions. It will notably carry out research on connector interfaces between the car, the battery, the communications network and the battery cooling system; and design specifications that meet European industry and safety standards.

Range considerations

One of the main concerns about EVs’ use for freight is related to the range they are able to travel. The ELCIDIS7 project and other projects (i.e FIDEUS8) as well as surveys of logistic operators duty cycle, demonstrated that daily driving distances in the urban context do not require larger range than the typical 100-150km achieved by today’s vehicles. In the context of urban logistics, vehicles are typically used for the ‘last mile delivery’ i.e. from the consolidation centre to the end-user recipient.

Table 1 compares today’a state of the art small (2t gross vehicle weight) CEVs with vehicles used in the ELCIDIS project and with a typical diesel van. CEVs available today present striking improvements on CEV developed 10 years ago in terms is range, speed and payload thanks to a move to energy dense lithium battery with higher energy and power density.

However EVs’ use for last miles deliveries still has to gain benefits from practical demonstrations in order to be recognised, notably by fleet managers.

5 Development of High Energy/High Power Density Supercapacitors For Automotive Applications, FP7 funded 2010 – 2013 (http://autosupercap.eps.surrey.ac.uk/) 6 Easy and Safe Battery Switch in An EV, FP7 funded 2011 – 2013 (http://www.easybat.eu/) 7 Electric Vehicle City Distribution, FP6 funded 1998 – 2002. See Appendix 8 Freight Intelligent Delivery of Goods in European Urban Spaces, FP6 funded 2005 - 2008

Commercial Electric Vehicles in western urban Europe State of the art

Table 1: Comparison of past and present light commercial vehicles (car derived, ~2t GW)

Small electric van Today’s electric state of Diesel version as used in ELCIDIS the art project 1998-2002 (Berlingo/Partner) (based on Renault Kangoo) (typical) Range 80 km 170 km >400 km Top speed 90 km/h 130 km/h 160 km/h Pay load 440-500 650 kg 650 kg Volume 3 m3 3-3.5 m3 3.5m3 Battery Nickel Cadmium Lithium ion - type

Pay load considerations

CEVs commercialised by OEMs have lower payload loss (compared to diesel models) than vans converted by third parties. Converted vans have a reduced payload of between 200 and 700kg in the electric versions, with the biggest reduction in the 3.5t Peugeot Boxer conversion. In contrast, both the OEM vehicles have negligible payload loss (5-10%), as the gross weights have been increased to compensate for the mass of the batteries. Figure 4 compares payloads in electric and diesel versions of vans currently available in the UK. The five left-most vehicles are third party conversions (by Allied Electric and Azure Dynamics), while the Kangoo and Vito have been developed directly by Renault and Mercedes respectively.

Figure 4: Comparison of payloads in electric and diesel vans. Source: Element Energy, Ultra Low Emission Vans study for the Department for Transport, UK, 2011

This suggests that payload loss in EVs can be mitigated by upgrading suspension/brakes etc. in smaller vans. However, using this approach for large 3.5t vans would require operators to comply with more stringent licensing requirements (i.e O-licence, increased driver training, use of tachographs), which would deter many fleet managers from purchasing these vehicles.

Commercial Electric Vehicles in western urban Europe State of the art

Amending licensing requirements to allow the 3.5t licensing threshold to rise in line with the battery mass (up to the vehicle’s Design Weight) could remove a major barrier to purchase for large electric vans. 1.2 Models currently or soon available for commercialisation

A variety of commercial electric vehicles (CEV) is currently available across each of the vehicle classes required by the logistics sector. For example:

 Light (< 3.5t GW) duty commercial – a number of manufacturers are now offering light commercial vehicles in full battery electric configurations, including the Renault Nissan Alliance and Peugeot. Most OEMs models (as opposed to conversion) are found in the car derived vans sub segments (<2t GW).

La Rochelle in France and the “Binnenstadservice” in Rotterdam are two examples of consolidation centres using light CEVs. “Binnenstadservice” runs 1 EV (and 3 CNG vehicles) for small retailers. In La Rochelle the council set up a consolidation centre in 2001 under FP6 project ELCIDIS which has been turned into a permanent centre since then (‘la plateforme Elcidis’). It runs a small fleet of 7 electric vans: 5 Berlingo using nickel cadmium batteries and 2 Modecs (5.5tonnes) using a lithium battery. They serve and around 15 permanent customers and 350 clients per month.

 Medium duty commercial vehicles (>3.5t GW) – The number of commercially available electric models produced by OEMs is limited and the most readily available are third party conversions (example of companies: Allied Electric, Azure Dynamics, ElektroFahrzeuge Schwaben GmbH, Smith Electric and Vantage).

 Heavy duty vehicles (12-18t GW) – There is no established supply of electric heavy duty vehicles produced by OEMs yet but again a number of converted models have been produced and successfully used in the logistic sector.

Some European large logistic operators such as UPS or TNT, have already integrated a small number of electric vans to their fleets. For example, UPS run a fleet of 20 converted vans in central London where the daily mileage is well within the vehicle 120-150km range, likewise the pay load requirement is limited for city deliveries. Some logistic operators have also started using EVs as part of a wider strategy. For example, the logistics operator DERET has been running 50 electric trucks, or 50% of its fleet, since 2009. This “clean fleet” is delivering French city centres. A 12 tonne Smith Electric conversion is already successfully in use in the Regent Street consolidation centre (London) and more vehicles of a similar specification are expected to be procured to expand the centre to new end users. 18 tonne electric vehicles have been developed by a few truck providers (Volvo, Renault) for demonstration purposes, where they will be exposed to the real world rigours of daily use in a logistics system.

Commercial Electric Vehicles in western urban Europe State of the art

Table 2 shows examples of vehicles currently commercialised in the 3 main commercial vehicle classes.

Table 2: Freight electric vehicles currently (or soon to be) available

Vehicle class Light commercial Medium duty Heavy duty vehicle vehicle vehicle (gross weight) (Up to 3.5t) (3.5t-7.5t) (>7.5t - 18t) Commercial Both conversions and Conversions mainly Conversions mainly availability OEMs versions Vehicles Renault Kangoo Smith Edison, Iveco Smith Newton, ZE/ZE Maxi, Peugeot Daily, EFA-S conversions, Citroen Berlingo EFA-S conversions HyTruck, EMOSS, E-trucks (2014), Nissan e- Europe, Volvo-Renault NV200 (from 2014), Mercedes Vito E-Cell, Vantage/Avancee converted Nissan Vehicles Examples

Typical Range: 120-170 km Range: 90-180 km Range: 80-300km specification Payload: 650-750 kg Payload: 0.8-3.5t Payload: 2.8-10t Testing to date Lisbon carrying out Smith Edison with London UCC has 1 Smith preliminary test on older drivetrain and Newton Kangoo battery technology One EFA-S prototype tested in NL vehicle successfully tested in Germany Renault 16t truck being tried this year in France

2 Electric vehicle charging infrastructure

2.1 European roadmap for charging infrastructure

Charging infrastructures deployment is at the centre of the EC’s strategy to encourage the uptake of EVs and therefore the reduction of transport emissions. Figure 5 shows the strategy to be deployed by the EC up to 2020 to improve grid integration in Europe and address related issues. This is especially interesting because European cities would have a central role to play as they are able to carry out trials that encourage research and innovation. The first charging points are currently being established and their utility to drivers has to be investigated to improve the knowledge on charging infrastructure. At the same time, there is a need for further

Commercial Electric Vehicles in western urban Europe State of the art research on business models and regional grid connections to form an efficient European network. From the regulation side, standardised solutions and a regulate coverage are high in the agenda priority as they are vital parts of the market’s ability to grow.

Figure 5: European roadmap for grid integration up to 2020. Source: EGCI - European Green Cars Initiative PPP - Multi-annual roadmap and long-term strategy V2.0– Nov 2010

The graphic also illustrates some of the technologies that are presently under development:

 System for information on charge status – better hardware/software are necessary to obtain information on battery charging status and prevent overcharging. Lithium chemistries typically used in today’s batteries (such as lithium iron phosphate) have a fairly flat voltage over the discharge cycle, making the accurate measurement of the battery state of charge difficult.

 Vehicle 2 Grid (V2G) bidirectional charging - This system allow bi-directional flow between the vehicle and the grid using communications interface and intelligent charging system/battery management system. This could be used to charge vehicles in function of various factors such as the current grid load, the current amount of renewable generation, the state of charge of the vehicle, and real-time energy pricing. Because this would give more stability to the grid, this technology would allow vehicle owners to benefit from cheaper electricity rates or contract with operators with specific agreements.

At present, V2G technology requires major investment, notably to adapt the grid to the communication infrastructure to be used for public purposes. However, this technology can be developed at home or depots; it is then referred as a “smart garage”.

Commercial Electric Vehicles in western urban Europe State of the art

Several European projects are looking into V2G system (i.e SMARTV2G9 and PowerUp10) applied to EV charging but there is a need to develop standards regarding vehicles connection and communication with the grid. Data must also be gathered to study the impact of constant cycling of the vehicle's battery and the effect this will have on battery life.

 Contactless charging - Wireless-charging technology could provide electricity to vehicles while they are moving using magnetic induction. Buried charging points using magnetic induction would receive signals from vehicles as they drive over them. Potential applications could be roads used by public transports or taxis.

Qualcomm is collaborating with the UK government, the Mayor of London’s office and Transport for London to launch a pre-commercial trial involving 50 vehicles on wireless charging technology in 2012. The trial will test wireless inductive power transfer while vehicles are parked. It will involve the UK’s largest minicab company Addison Lee and the EV charging infrastructure operator Chargemaster Plc.

 Fast charging – The majority of the existing charging points in the cities and depots’ standard charging points offering 3kW charging rate (which is achieved with a standard 230/240V connection and 16amp outlet). Fast charging points, typically DC, have charge rates of 20kW or above and can charge a typical electric car battery in under an hour.

No universal protocol, rate nor connectors have emerged yet but the ChaDeMo technology (DC charger, up to 62 kW) is the most widespread type of fast charger: over 1100 are installed worldwide (over 900 in Japan and approx. 200 in Europe) as of April 201211.

The market has started to grow and the technology is becoming more affordable. ABB will be launching a fast charging point (20kW DC) for less than €10,000 in the second quarter of 2012. This is a good compromise to load on grid and speed of charge. The cost of fast chargers is however not the only barrier to their installation. Most of current batteries chemistries are affected by fast charging rates: it accelerates the natural battery degradation. As a consequence, not all OEMs permit fast charging on their vehicles.

Energy provider Fortum is involved in the testing of a 250 kW charger (a 200 km range vehicle would be recharged in less than 10min). However only specific batteries can handle this type of charging today (batteries fitted with lithium titanate anodes).

2.2 Charging infrastructure for commercial vehicles

CEVs can be recharged at the depot (typically overnight) or ‘en-route’. These two charging modes both present pros and cons in the context of logistics applications.

9 Smart Vehicle to Grid Interface, FP7 funded 2011 – 2014 (http://www.smartv2g.eu/) 10 Specification, Implementation, Field Trial, and Standardisation of the Vehicle-2-Grid Interface, FP7 funded 2011 – 2013 (http://cordis.europa.eu/projects/rcn/99254_en.html) 11 http://www.chademo.com

Commercial Electric Vehicles in western urban Europe State of the art

 Charging at the depot – This is the favoured option of logistic operators currently using EVs as recharging their vehicles is critical and cannot rely on public infrastructure. However, even where logistics service providers operate back to base logistics, with vehicles remaining overnight at the depot, standard charging and the associated grid infrastructure can provide some constraints on operations. Constraints arise in urban areas where existing grid infrastructure is already at or near capacity.

There is a need to establish the grid implications of allowing logistics providers to use standard charging practices, by monitoring local conditions at each of the larger depots. This will allow an assessment of the situations where grid constraints are likely to challenge standard logistics operations. This development has the potential to unlock value for electric vehicle fleets if they are able to offer some grid balancing services (typically paid for on a £/MW for availability and £/MWh for utilisation basis).

European funded project e-DASH12 intends to develop ICT solutions and processes that are needed to achieve real-time exchange between EVs and the grid in order to allow the management of: high-current fast- charging for large numbers of EVs, price-adaptive charging/reverse- charging at optimum price, the real-time grid balancing according to spatial and temporal needs and capacities, influenced by the demand and the supply side, remote load charging process control.

 Charging en-route - European cities are at the forefront of deployment of charging infrastructure, for example there are approximately 850 charging points in Oslo and Stockholm alone. Expansion of available infrastructure has formed part of the city policies for encouraging EV uptake to date.

Nevertheless, some cities have identified underutilised charging points (i.e Madrid, and Lisbon). This offers an opportunity for city authorities and logistic operators to work together to facilitate en-route charging. The use of this existing resource can be optimised through policies measures such providing logistic operators dedicated access to underutilised public charging points as well as by deploying new technologies:

□ Integrating maps of the charging points into route planning □ Introducing new Information and Communication Technologies (ICT) solution to allow reservation of charging points to avoid waiting times □ Utilising smart charging points for remote communication and optimized commercial vehicle charging.

12 Electricity demand and supply harmonization for electric vehicles, FP7 funded 2011 – 2014. See Appendix

Commercial Electric Vehicles in western urban Europe State of the art

The project ELVIRE13 aims to develop effective systems which optimize energy management of EV and cope with the sparse distribution of electrical supply points during using ICT and service concepts. To do so, the system analysis the vehicle autonomy and communicate with the service provider and electricity utility to plan routes where charging site are available.

The company SYCADA14 has developed a GPS Tracking and software solutions (m!Trace) with online functionalities that allows a connected navigation between the drivers and the managers through a set of tools that enables: vehicles tracking in real-time, messages exchange between central users and drivers, sending mass messages to the entire fleets, send job orders to drivers from the central and track activities of the vehicles and field workers and report on them.

This variability in the operation modes and uses of charging underlines a need for trial deployment to gather data on the expectations of early adopters and potential users to be able to provide relevant standards.

The Green e-motion15 project addresses infrastructures’ connectivity issues and aims to develop an interoperable, standardised mobility system. In order to do so, the project will see more than 10,000 charging spots installed in 12 demonstration regions among which battery swapping and DC charging stations will be carried out in Dublin, Cork and Malaga, smart grid integration in Madrid and optimised bidirectional charging in Stuttgart. This represents a European wide trial that will allow an extensive data gathering across various regions. As a comparison point, most European countries currently have less than 100 charging points installed on their territory.

3 Estimated impacts of e-freight and charging infrastructure

The wider uptake of EVs in urban logistics combined with the use of low carbon electricity has the potential to decarbonise a major component of the transport sector. This is recognised by The Roadmap to a Single European Transport Area (2011), which includes a specific goal of achieving “essentially CO2 free city logistics in major urban centres by 2030”. Wide uptake of e-freight and the deployment of charging infrastructure will have the following impacts on EC policy goals:

 Reduced CO2 from urban transport – Commission analysis finds that a reduction of greenhouse gas emissions (GHGs) of at least 54% by 2050 with respect to 1990 is required for the transport sector. Meeting such ambitious targets will require the efficient use of resources and the use of alternative fuels. Urban transport is responsible for c.40%

of CO2 emissions from road transport and the potential for impact through CO2 reduction measures in the urban logistics sector is high, with the logistics sector making up between 10 and 15% of all urban miles (depending on the city type).

13 ICT for Safety and Energy Efficiency in Mobility, FP7 funded 2010 – 2012. See Appendix 14 http://www.sycada.com/ 15 Toward the development of a European Framework for Electromobility, FP7 funded 2011-2014. See Appendix

Commercial Electric Vehicles in western urban Europe State of the art

In addition, petrol refuelling stations presents high risk of pollution of their local environment. For example, the vapours released from petrol are damaging ozone in the lower atmosphere. They can also affect the soil, groundwater and surface water because of potential leaks and run-offs.

 Reduced air quality emissions, improving health – Urban transport is responsible for over 70% of all airborne pollutant emissions from road transport. The reliance on diesel vehicles means that logistics vehicles are responsible for a large proportion of these emissions, particularly for the challenging particulate emissions. EVs emit no pollution at the tailpipe and hence every diesel vehicle replaced by EV leads to a 100% tank to wheel reduction in local pollutants. In well-to-tank terms, there are additional pollutants caused by electricity generation, but these; a) tend to avoid urban centres, where the health impact is greatest and b) can be mitigated by increased penetration of renewables and emission treatment equipment.

 Reduced noise for Europe’s citizens – As the vehicles are silent, EV logistic applications also provide opportunities for noise reduction in urban environments, and enables a shift in delivery times outside of peak hours (for example with early morning or night-time deliveries) without disturbing local residents (provided the delivery itself is not a significant source of noise pollution).

 Assisting the diversification of vehicle powertrains – EC policy promotes the electrification of powertrains. By demonstrating solutions for the electrification of urban logistics, the deployment of EVs directly contributes to achieving this policy aim.

 Reduced oil dependency of transport sector – Moving energy consumption from oil to electricity will allow reduction of the current stress put on the energy sector due to resource availability. At present, the transport sector depends on oil and oil products for more than 96% of its energy needs16 but Europe imports around 84% of crude oil from abroad17. In 2010, the EU’s oil import bill was around € 210 billion. As a result of an increase in EVs uptake, the transport sector will be less dependent on oil and more resilient to resource crisis and variable prices.

 Better balancing of the grid – Extensive use of EVs and charging modes that allow smart charging at garages would mean a better balancing of the grid. For example, charging at night time when the demand is low would enable load shifting for service providers. In addition, V2G could allow storing power produced from renewable energy sources in rechargeable batteries and supply the grid with this power when depot facilities on street charging face peak demand.

 Open up a new market – The development of EVs and related charging infrastructures is a European strength with significant potential for economic development in the transport sector. Pioneering works and early development of the technology gives a strategic advantage to the EU market thanks to its expertise. In addition, it is likely to create job

16 Energy and Transport in Europe – Statistical Pocketbook 2010. 17 Eurostat

Commercial Electric Vehicles in western urban Europe State of the art

opportunities related to supply and installation of charging points. According to the 2009 technology Map of the European Strategy Energy Technology Plan,

“Green technology offers European companies a huge commercial opportunity. Cutting emissions means investing in technology, but Europe is lagging behind its competitors. Japanese manufacturers are leading the field for hybrid cars, for example. The environmental technologies market is growing. Worth €1 200 billion in 2007, it is expected to reach €3 100 billion by 2020. Products and services related to sustainable mobility will represent a global market of €300 billion in 2020 (up from €200 billion today)”18.

 Support innovative forward thinking logistics management strategies – The development of EVs and related charging infrastructure will allow rethinking urban logistics management and support innovative, forward thinking strategies. Urban consolidation centres are a good example of such potential. The use of EVs for last mile delivery enable to rethink the urban distribution process by stopping the flow of heavy trucks outside the centre of the cities and using depots as charging garage instead of being dependent from refuelling stations. One of the main impacts of the consolidation centre model is the reduction of congestion in city centres, which is a major challenge for European cities. Drivers spend more than 50 hours a year in traffic jams in London, Cologne, Amsterdam and Brussels and more than 70 hours in Utrecht, Manchester and Paris19.

The project Phospores20 (Phosphore I, II and III - Eiffage) is a design and implementation laboratory for the development of the sustainable city of the future. The project imagined a multimodal transport Hub in Marseille which uses “medium size modular service vehicles”. These conceptual vehicles have been created in partnership with the Strate College design and aim to reduce the number of vehicles by optimising their use. They are composed of removable module and can transport people, merchandise containers, mobile shops or waste bins.

18 JRC, 2009, 2009 Technology Map of the European Strategic Energy Technology Plan 19 INRIX European National Traffic Scorecard 2010 20 http://www.eiffage-phosphore.com/cms

Commercial Electric Vehicles in western urban Europe State of the art

4 Appendix

Six EU funded projects – past and present – are described in the following pages. They represent pertinent examples of state of the art approaches to electrification of transport.

Case study Interesting angle Green eMotion – Large deployment of Toward the development of a European Framework for infrastructure covering all Electromobility aspects of infrastructure: fast charge, load management, billing, V2G, etc http://www.greenemotion-project.eu/ Interoperable and scalable solutions Straightsol – Technologies assisting Strategies and Measures for Smarter Urban Freight logistics Solutions High level analysis of the last mile supply chain http://www.straightsol.eu/ eDash – Grid integration and V2G Electricity demand and supply harmonization for electric vehicles

http://edash.eu/ ELVIRE – Optimisation of charging ICT for Safety and Energy Efficiency in Mobility point use Driver range anxiety http://www.elvire.eu/ ELCIDIS – Past demonstration of Electric Vehicle City Distribution Systems adequacy of e-freight for urban logistics. http://www.elcidis.org/ Demonstrate value of traffic regulation

Commercial Electric Vehicles in western urban Europe State of the art

Green eMotion (2011 – 2015) Budget € 42 million - € 24 million funding 42 partners Lead partner Siemens More than 10,000 charging points

Toward the development of a European  Carry out stakeholders forums Framework for Electromobility  Connect electromobility initiatives 4 year project started in March 2011 as  Leverage results and compare part of the Green Cars Initiative different technology approaches to It aims to develop and to demonstrate a ensure best solutions prevail commonly accepted and user-friendly  Creation of a virtual marketplace to framework consisting of interoperable & enable all the actors to interact & allow scalable technical solutions in connection new high value transportation services with a sustainable business platform & EV-user convenience in billing  Demonstrate the integration of A strong consortium representing all electromobility into electrical networks stakeholders  Improvement and develop standards Industries: Alstom, Better Place, Bosch, for electromobility interfaces IBM, SAP, Siemens  Prove the framework’s interoperability Utilities: Danish Energy Association, EDF, by demonstrating the elaborate Endesa, Enel, ESB, Eurelectric, Iberdrola, technical solutions RWE, PPC Electric vehicle manufacturers: BMW, An impressive deployment of charging Daimler, Micro-Vett, Nissan, Renault points across Europe Municipalities: Barcelona, Berlin, . 1,000 in Barcelona, Madrid & Malaga Bornholm, Copenhagen, Cork, Dublin, . 400 in Rome and Pisa Malaga, Malmö, Rome . Approx. 3,600 in Berlin Research institutions and universities: . About 100 in Strasbourg . 2,000 electric cars / 2,000 public and semi- Cartif, Cidaut, CTL, DTU, ECN, Imperial, public charging stations in Copenhagen, IREC, RSE, TCD, Tecnalia Bornholm and Malmö EV technology institutions: DTI, FKA, . 2,000 electric vehicles and approx. 3,500 TÜV Nord charging stations in Ireland The project will:

Commercial Electric Vehicles in western urban Europe State of the art

Straightsol (2011 – 2014) Oxfam: Remote 'bring-site' monitoring for more reactive and sustainable logistics Oslo: Retail supply chain management and “last mile” distribution Total Budget € 3.4 million - € 2.6 million funding 7 demonstrations sites: Barcelona, Lead partner TOI (Institute of Transport Brussels, Lisbon, UK, Greece, Norway, Economics) & University of Southampton Netherland Straightsol Strategies and Measures for Smarter Urban Freight Solutions Two of the seven demonstrations of the 3 year project started in September 2011 Straightsol project are detailed below.

as part of the Green Cars Initiative It aims to implement sustainable urban- interurban freight transport solutions, disseminate the experiences and effects Oxfam, UK from the demonstrations amongst the Intelligent collection system for logistics community, and demonstrate the sustainable efficient logistics added value of the evaluation tool framework for assessing last mile In the context of Straightsol, the charity distribution and urban-interurban freight Oxfam is developing a remote 'bring-site' activities at the European, country, region, monitoring in the UK with the view to have city and local levels more reactive and sustainable logistics of their shoes and clothes bank collections. A The project will: 'smart' concept allows banks to converse  Develop a new impact assessment with and receive information from other framework for measures applied to entities to plan collection schedule urban-interurban freight transport accordingly to banks status. The interfaces introduction of increased communications  Support a set of innovative field on fill and movement activities will also demonstrations showcasing improved allow the gathering of data on collection urban-interurban freight operations in issues such as cases of theft, postcode Europe regions generating the best quality stock,  Apply the impact assessment regions generating the most contamination framework to the live demonstrations and develop specific recommendations for future freight policies and measures

A European wide consortium Industries: DHL, Kuehne+Nagel, Oxfam, Llobregat hospital, GSI and TNT Research institutions and universities: Brussels, Ljubljani and Southampton universities EV technology institutions: TOI, CERTH / HIT, IST, CENIT, TNO, EMEL

The project aims at:

Commercial Electric Vehicles in western urban Europe State of the art

 Reducing significantly fleet miles transport to achieve environmental and  And increase in value (mean £/tonne) economic benefits  Been used as best practice case for other charities

A comprehensive group of stakeholders: data, technology and facility providers  Wastesaver, as a data provider  Transeuro Express, as a data provider  Oxfam, as a data provider  Smartbin, as a technology provider  Bournemouth City Council, as a facility provider  Birmingham City Council, as a facility provider The project will produce:  In-depth analysis and performance measurement of the current business Key figures – shops and collections processes (AS-IS analysis) of the last . 650 shops in 33 defined operating mile supply chain, describe main areas in the UK only challenges and critical issues, . 13000 donation banks calculate current costs and level of . Collection and transportation accounts pollution for 52% of the total logistics  The operational plans for the main expenditure demonstration activities . The typical charity shop received 6.3  A solution for data capturing and waste collection per week as opposed information sharing of events in the to 2.4 for the average business last mile chain from logistic service providers terminal to the retailer  Collection event data from the supply Sources: chain using the data capturing . Oxfam, 2010 standard in the global GS1 standard . T.Cherret, S.Maynard, A.Hickford and EPCIS (Electronic Product Code A.Crossland. “Take-back mechanisms in Information Services) the charity sector: a case study on Oxfam”,  A dissemination plan for the results, 2010 project report and presentations

Expected outcomes: Oslo . Reduced number of truck-kilometres & Retail supply chain management and energy consumption per delivered item “last mile” distribution . Substantial reductions in CO2 The project Straightsol is deploying the emissions technology invented by the partner GS1 in . Reduced transport costs a shopping centre in Oslo to develop a . Reduced and more reliable delivery Smart Urban Transport Solution for retail times, less out-of stock in store supply chain management and "last mile" . Better last mile supply chain visibility distribution by use of standardized . Third-party logistic transport information. It aims to demonstrate how collaboration, driven by cost reductions efforts data capturing enabled by global standards . Fewer vans/lorries to the same and Auto-ID technology sharing will make destination it possible to harmonize the urban

Commercial Electric Vehicles in western urban Europe State of the art e-Dash (2011 – 2014) Total Budget € 8.5 million - € 5.3 million funding 13 partners Lead partner Volkswagen

Electricity demand and supply interoperable and roaming capable harmonization for electric vehicles authentication and accounting services 3 year project started in September 2011  Developing core services for intelligent as part of the Green Cars Initiative energy distribution supply networks for enabling near real-time load clearing & e-Dash’s project purpose is to validate & balancing of demand and supply demonstrate ICT and processes that allow real-time integration of EV in the European electricity grid and therefore the support A consortium representative of the effective load balancing in the grid industry’s stakeholders Industries: RWE, ENDESA, k-inside, The project will: TRIALOG, ATB, Broadbit  Accomplish mobile independent EV manufacturers: VW, Renault, CRF, communication from physical Research institutions and universities: connection by extended the Atos, TUD, ERPC, EURISCO, CEA conventional communication (“over- the-plug”, V2G) with a real-time data Core timelines exchange channel (“over-the-air”) in . Sept 2012: Milestone 1. Def. of use cases, order to accomplish mobile V2G front end, V2G brokering & V2G communication means independent capability from a physical charge spot . Apr 2013: Milestone 2. Implementation of first results & early prototype testing connection . Sept 2013: Milestone 3. Prototype  Developing an ICT backbone interface development, spec. of validation & simulation (V2OEM - E-Mobility Broker) to provide technology clearing of grid capacities using . Aug 14: Milestone 4. Implementation & dynamic tariffs for operational test demonstration charging/discharging individual BEV &

Commercial Electric Vehicles in western urban Europe State of the art

ELVIRE (2010 – 2013) Total Budget € 9.3 million - € 5.2 million funding 11 partners Lead partner Continental Automotive 6 countries involved

drivers to have real time information ICT for Safety and Energy Efficiency in between several offers Mobility 3 year project started in January 2010 as A consortium representative of the part of the Green Cars Initiative industry’s stakeholders Industries: Better place, Endesa, ELVIRE’s purpose is to overtake EV manufacturers: VW, Renault, acceptance issues related to EVs’ limited Continental range by optimising the exploitation of the limited battery capacity through an Research institutions and universities: advanced mobility management systems Erasmus Hogeschool Brussel, ERPC, that allows coping with the sparse Lindholmen Science park, ATB, CEA, SAP distribution of electrical supply points during the ramp-up phase

The project will: Expected outcomes & impacts:  Develop an on-board Driver . Create a smart system to be aware of Assistance Systems that allow both users’ charging grid and the state communication with the grid to identify of the grid which utility is running the nearest . Provide new functionalities and local power plug. An on-board business opportunities a the interface charging and metering device will have between the car & the energy provider to monitor the EV’s energy status and . Identify business models compare it against the predicted . Bring together stakeholders energy required to reach the . Demonstrate tool to mitigate EV destination drivers’ “range anxiety”  Develop an external electricity management service that will allow

Commercial Electric Vehicles in western urban Europe State of the art

ELCIDIS (1998 – 2002) Lead partner Rotterdam 7 partners 6 cities: Rotterdam, Stockholm, La Rochelle, Erlangen, Regione Lombardia and Stavanger Electric Vehicle City Distribution Systems Overall achievement of the project: 4 year project started in March 1998 as . 39 EVs and16 HEVs deployed part of the FP6 (1997 Thermie programme) . Showed that HEVs and BEVs could be The ELCIDIS project goal was to used in urban areas successfully demonstrate the suitability of clean and . Improved “visibility” of HEV and BEV silent hybrid and EV in urban delivery vans for good delivery in cities activities. With a view to promote the use . Provided guidelines and of EVs and HEVs recommendations for a successful implementation of EVs The project’s objectives were:  To demonstrate the economic, La Rochelle technical and social viability of urban La “plateforme Elcidis” distribution using EVs During the ELCIDIS project, La Rochelle  To analyse the environmental benefits implemented a system based on a central of the deployment of EVs for goods distribution centre located at the border of distribution the historic neighbourhood from where  To gain insight into the technical good delivery were handled to the center specification of (hybrid) electric vans using EVs which are in operation for urban The aim was: distribution activities  To promote delivery in EVs  To analyse the logistic efficiency of  To relieve traffic congestion in the urban distribution centres  To demonstrate the value of incentives centre by reorganising deliveries to promote environmentally-friendly  To lower CO2 emissions vehicles  To gain clear insight into the benefits The project demonstrated: of urban distribution using (hybrid)  The value of a traffic regulation that electric vehicles for all concerned only allowed heavy freight-delivery parties, i.e. transport companies, vehicles (i.e. GVW> 3.5 tons) to deliver shopkeepers, businesses, residents the center between 6 and 7.30 am and shoppers  The value of urban distribution centres correlated with the use of EVs

The ELCIDIS project ended in July 2002, but the system is still running in La Rochelle and has 15 regular customers, 5 CEVs and 2 electric trucks (5.5t). Every month 25,000 tonnes are delivered to approx. 350 clients. The city of La Rochelle has been instrumental in testing the benefits related to EVs. In addition to the Elcidis project, it has developed a EVs auto-serve scheme, deployed electric buses and boat and is replacing all municipal vehicles by electric powertrains.

URBACT is a European exchange and learning programme promoting sustainable urban development. It enables cities to work together to develop solutions to major urban challenges, reaffirming the key role they play in facing increasingly complex societal challenges. It helps them to develop pragmatic solutions that are new and sustainable, and that integrate economic, social and environmental dimensions. It enables cities to share good practices and lessons learned with all professionals involved in urban policy throughout Europe. URBACT is 181 cities, 29 countries, and 5,000 active participants