F I N A LREPORT

ENEVATE 2.0 – ACCELERATING E-MOBILITY

Introduction 03

Leisure and Event Traffic

with Intermodal Bookable

E-Vehicles in a Rural Region 04

E-Mobility for the Next Generation 06

E-Vehicles and Infrastructure:

From Technology Innovation to

the Emergence of a New Business

Model and Associated Training Needs 08

The Brabant Wagen Project 10

E-Mobility for Car Clubs in Great Britain 12

E-Mobility in the Southern

Part of Limburg (NL) 14

White Book:

E-Vehicles: A Green Revolution

for Urban or Rural Areas? 18

Partner Overview 26

Partner Descriptions 27

Impressions 30

Table of contents

· 03Introduction

Introduction

With the final conference in September 2013,

the consortium successfully completed the

INTERREG IVB project ENEVATE. The aim

was to facilitate an accelerated introduction

of e-mobility in North-West Europe (NWE)

through structured transnational cooperation

between public authorities and business

representatives. Nonetheless the majority

of project partners recognised that there

was more to gain from the valuable lessons

learned and the working relation within the

partnership. Thus, the consortium applied for

the project extension “ENEVATE 2.0”.

Most e-mobility pilots and concepts are

focussed on metropolitan or leastwise urban

regions, but the ENEVATE-results proofed,

that rural areas also have much to gain

from the introduction of e-mobility. Thus, in

ENEVATE 2.0, the consortium proves with

two major foci, that e-mobility has its benefits

also in rural areas:

1. Initiating or participating in regional

e-vehicle projects, which aim at further

developing e-mobility in rural areas,

bringing in ENEVATE knowledge and

experience.

2. Actively exchanging lessons learned and

knowledge gained between these regional

e-mobility projects in the participating

North-West European countries.

The six regional e-mobility pilots in the

Netherlands, Germany, Belgium and the

UK, which have been implemented or

supported by the ENEVATE 2.0 consortium,

are introduced at pages 4 – 17. The Cardiff

University provides a taster of the content to

be found in the ENEVATE 2.0 ‘white-book’,

which uses practical experience to outline

best practice in delivering rural e-mobility, at

pages 18 – 25. The partner profiles at pages

26 – 29 give an overview of the consortium

and the tasks of every partner in the project as

well as his competencies. Pages 30 – 31 aim

to provide impressions from the successful

work during the past months.

We hope that this magazine provides you with

new and interesting information and gives

insight into the ENEVATE 2.0 project.

Yours sincerely,

Godfried Puts

Project LeaderENEVATE

Godfried Puts Manuel Krieg

Communication ManagerENEVATE

04 ·

While working in the ENEVATE-project, one

conclusion became more and more evident:

Due to the limitations e-cars are facing, in

many use-cases e-mobility makes sense

only if it is combined with intermodal trans-

port. Thus, together with its partners, the

Regionalmanagement Nordhessen GmbH

started elaborating a regional project, which

combines public transport and e-mobility,

to proof the applicability of e-vehicles and

provide sustainable intermodal transport

solutions from one source in the region of

Nordhessen, which is rural in character.

The result of this approach in combination

with a strong regional partnership is the pro-

ject “FREE - Leisure and event-traffic with

intermodal bookable e-vehicles.” Started in

October 2012 and funded by the “German

Federal Ministry for Transport and Digital

Infrastructure”, the idea of the project is, to

give tourists in Nordhessen the opportunity

to travel around the region without using a

private car, by integrating e-vehicles into

the public transport system. The special

challenge for such a concept is the already

mentioned rural character of the region which

means that none of the business models

for e-car sharing or charging infrastructure,

which existed in 2012 and where mainly set

up for urban and metropolitan regions, could

be applied to Nordhessen. Moreover, the re-

quirements of mobility vary strongly between

the regional core city Kassel and the other

parts of Nordhessen. Thus business models

had to be developed with respect to these

special regional characteristics.

Besides the development of the business

models, the project is focused on the suc-

cessful implementation and operation of

e-vehicles. Main parts of the project are:

Leisure and Event Traffic with Intermodal Bookable E-Vehicles in a Rural RegionArticle by Manuel Krieg, Regionalmanagement Nordhessen GmbH

2. In addition to the e-car sharing, a pedelec-

rental-service has been installed by

“Heinrich Müller ebikes mieten + mehr”,

providing 36 pedelecs at 35 rental and

charging stations all over Nordhessen

and 36 additional pedelecs for group and

sightseeing tours.

3. An e-bus has successfully been integrated

by KVG into the public transport system,

operating in Kassel on a line which con-

nects tourist points of interest.

1. The development of an e-car sharing

with 18 e-cars, provided by the Kas-

seler Verkehrs-Gesellschaft AG (KVG) in

cooperation with the car sharing provider

“Einfach Mobil CarSharing GmbH”, cover-

ing the whole region of Nordhessen and

complementing the tram and bus lines of

the public transport system. The e-cars

are located at hotels or points of interest.

The guests can rent the e-cars directly at

the hotel, a car sharing membership is not

necessary.

aring

Regional Pilots

· 05

4. The installation of around 100 additional

charging points for e-cars and pedelecs

to set up a region wide charging station

network of around 210 charging points.

To guarantee an easy access to all e-car

charging points and the e-cars by one

card, a project-RFID card has been devel-

oped by project partners KVG, Städtische

Werke AG and EAM GmbH & Co. KG.

5. The Chair of Transportation Planning and

Traffic Systems (VPVS) and the Chair of

Human-Machine-Systems Engineering

(MMS) of the Kassel University are respon-

sible for the science based monitoring of

the project. While VPVS does research

on traffic impacts of e-mobility in Nord-

hessen and sets up concepts for pricing

and business models, MMS supports the

user-optimised development of the mobile

information and booking system, based

on the moovel-application of the moovel

GmbH. This application offers intermodal

traffic information: combining car and

bike sharing, train services and public

transportation.

6. A new booking system has been devel-

oped and will be introduced until February

2015 to enable tourists to book rooms and

mobility-packages together and from one

source. The access will be ensured by

integrated ticketing which is based on

the inclusion of the project’s e-mobility

package into the existing all inclusive card

“MeineCardPlus” for tourists in Nord-

hessen.

For further information about the project, please visit:

www.free-e-mobil.de

Regional Pilots

06 · Regional Pilots

Kempten, the city on the river Iller is located

deep in the south of Germany, on the north-

ern edge of the Alps in the spa and holiday

region Allgäu. The Allgäu is notable for its

beautiful landscapes. Besides tourism the

building of machines is an important fac-

tor of economy. The capital of the region

is its beautiful, unspoiled landscape which

requires high demands on the preservation

of the environment, making the incorporation

of e-vehicles in the existing infrastructure an

interesting topic. Nonetheless, long distances

between villages and towns, extreme climatic

conditions with cold winters and hot sum-

mers as well as a hilly topography are impos-

ing challenging requirements on e-mobility.

Since 2009 the Kempten University of Ap-

plied Sciences localised in this exact region

has gained extensive experiences in the field

of e-mobility. The main topics of research are

electrical power systems, data acquisition

and telemetry, power consumption models

of several vehicle types to predict the energy

consumption of the planned tracks, based on

the adaptive driver model. Investigations of

use-cases including e.g. taxi services, driving

schools and tourism provide data such as

usage parameters e.g. route distance, energy

consumption and charging energy. Apart

from that, driver assistance programmes

like an app for vehicle driving distances are

developed. ECO-coaching for fleet operators

is another topic of applied research at the

university.

E-Mobility for the Next Generation Article by Charlotte Wallin, Kempten University of Applied Sciences

All these experiences were incorporated in

ENEVATE2.0. With its participation in the

project, the university continued its stud-

ies. This time, the activities of the university

focused on adolescents as a new, important

target group. After all, they represent the

potential future users of e-vehicles. The

university investigated the attitude and af-

finity of young drivers concerning e-mobility

and modern communication systems as well

as their demands on e-vehicles. Additionally,

their willingness and possibilities to organise

mobility needs in a collaborative manner were

analysed.

Independent mobility is of prime importance

for young people, but is a challenge in the

rural Allgäu. Due to the low population

density it is not possible to operate a quality

public transport system in an economically

manner in the region. The declining supply

entails a declining demand and a growing

interest in the property of an own vehicle.

Especially residents of outlying areas or

villages increasingly rely on their vehicle to

stay flexible. Young drivers, however, can not

always afford an own car to become mobile

beyond a timetable and bus route, what turns

car sharing into an interesting option.

To reach a large part of the target group,

the Kempten University of Applied Sci-

ences collaborated with the local ADAC,

the largest automobile club in Europe, and

driving schools as well as with “Fach-” and

“Berufsoberschulen”, vocationally-orientated

upper secondary schools. In all cases, young

drivers were brought closer to electromobility

and given the opportunity to experience the

technology themselves.

Concerning the ADAC, e-vehicles were

integrated in the safe driving training to offer

young drivers the opportunity to get in touch

with e-mobility and to compare electric to

conventional vehicles. Additionally, trained

instructors informed about the topic electro-

mobility during the training.

The feedback of the participants after the

training was absolutely positive. 50% of

them already had a positive attitude towards

e-mobility before the training, the other part

changed its attitude in a positive way after

having experienced an e-vehicle. The young

drivers were particularly impressed by the

quietness, the acceleration and also the rid-

ing comfort of the vehicle. During the training,

existing concerns about the restricted range

of e-vehicles were discussed and vanished

as the participants realised that they were

able to satisfy their daily mobility needs with

a fully charged car. The studies of the uni-

versity regarding the organisation of mobility

needs of young drivers did indicate the trend

of adolescences hardly making use of the

· 07

Safe Driving Training with E-Vehicles

Regional Pilots

public transport system. Only one fifth of the

participants traveled to school this way. More

than half of the adolescents already owned

a car and more than one third of them was

engaged in car sharing.

Besides the participation in the safe driving

training of the local ADAC, the university in-

troduced an electric driver instruction vehicle

to enable an early access of adolescents to

e-mobility. The car was being shared by

three local driving schools to guarantee a

high occupation rate. The response of the

adolescents to the e-vehicle was positive.

According to the instructors, the students

were curious about the new technology and

enjoyed the benefits of driving an e-vehicle.

A great advantage that the instructors could

perceive especially for students starting their

training was that the standard automatic

transmission in e-vehicles enabled the stu-

dents to fully concentrate on the traffic what

facilitated driving in a more anticipatory way.

The excellent acceleration turned the vehicle

even more attractive. Initial inhibitions of

students concerning the vehicle diminished

once they got more familiar with the car.

In the case of the vocationally-orientated

upper secondary schools that participated

in the project, different classes got the oppor-

tunity to autonomously organise a micro-car

sharing. During the project, they coordinated

the usage of an e-vehicle supplied by the

university. Furthermore, the topic e-mobility

was present in various lessons e.g. in phys-

ics or energy and environmental engineering.

Most students were already involved in a car

sharing even before the project started. The

organisation of the vehicle was generally

characterised by the geographic proximity of

the participants and organised spontaneously,

without long lead times. The students applied

a rotation and car sharing system in which

the driver regularly changed. During the

project, the organisation continued this way.

Arrangements regarding the electric vehicle

usually occurred via internet based social

networks or personally in school. The car was

sought among the students and constantly

in use during the whole time of the project.

The exceptional design that was drawing

attention, the excellent acceleration as well

as the technology made a great impression

on the adolescents. The students felt like

ambassadors for e-mobility and were proud

to be seen with the vehicle. A fully charged

car was able to cover the students mobility

needs. During longer stays they made it a

custom to connect the vehicle to the nearest

charging station. A comparative study includ-

ing a new vehicle with combustion engine

demonstrated that the e-vehicle was more

popular. Apart from the new technology that

was of interest, the possibility to charge the

vehicle at school and all charging stations

was responsible for this outcome.

The study demonstrated that young drivers

used the vehicle in a different manner than

other target groups, e.g. they utilised the car

at different times and more often so that there

did not exist the possibility of a further usage.

Another insight gained through the project

was that the students were able to cover

their mobility needs even without a personal

vehicle as they were very flexible regarding

time. When car sharing was an option, usu-

ally all their needs could be fulfilled. Initial

concerns of the students in relation to the

range of the e-vehicle vanished over time and

with growing experience.

In total, the research demonstrated a distinct

environmental consciousness as well as a

great interest and enthusiasm in the technol-

ogy among adolescents. Two third of the ado-

lescents had already informed themselves

about e-mobility before the project, most of

them during their free time. After the project,

most of the students expressed the intention

of buying an e-vehicle in the future.

Car sharing is already quite popular among

young people. Factors that would convince

adolescents still not engaged in car sharing to

join are other participants living nearby with

similar destinies and timetables. Apart from

that, cost saving would be another incentive

for students to participate.

08 ·

E-Vehicles and Infrastructure: From Technology Innovation to the Emergence of a New Business Model and Associated Training NeedsArticle by Cendrine Marchal and Marc Nelis, Campus Francorchamps

E-vehicles as starting point of a new

business model

E-vehicles represent an efficient solution for

captive fleets or short trips mainly in urban

areas. This is made possible by improved

technologies like efficient power electronics,

high capacity lithium batteries, lightweight

materials and optional range extenders.

These technologies create new opportunities

and constraints for technicians, new jobs and

knowledge which comes along with needs

for new trainings in terms of technology and

safety rules, for example for working with high

voltage (HV) vehicle components.

Currently an e-vehicle is plugged to the power

network which, classically, distributes energy

produced by huge centralised power plants

to consumers who may be located far away.

In a near future, the electric infrastructure

must change, become smart and reliable,

and the e-vehicle must be integrated in the

network and not only remaining as a simple

consumer. This upgraded network is called

a smart grid. The reason to introduce this

concept is clear; today, if we replace 20%

of the cars by e-vehicles, we will face a

blackout of the grid during the well known

peak consumptions hours. There is an

absolute need to intelligently manage the

production, consumption and energy storage

of the electrical grid. Moreover, renewable

energy production is steadily increasing and

is highly decentralised, mainly produced by

wind turbines, solar panels, and combined

heat power generators (CHP).

The Smart-Grid, a new business

model for our electrical network,

a change for our daily life and our

consumer behaviour.

The infrastructure for electricity production

and distribution is changing, it becomes more

decentralised, and the different components

must communicate altogether and with local

and global control systems. For example, if

the consumers are not using energy on a

sunny afternoon, the production of the local

solar panels is not necessary. On the other

hand, if the power generators of an area are

saturated, a blackout might occur. Simple

examples like these can easily demonstrate

the need to monitor every component of

the grid, whatever a production means or

a consumer, in order to control its function

for the functionality of the whole grid. From

a theoretical point of view this means that

a smart grid must have all the following

characteristics: Information based, smart

communication protocol, security, self-

healing, reliable, flexible, cost-effective and

dynamically controllable.

In practice, the future of energy management

is a network of conventional power plants as-

sociated to decentralised CHP-CNG systems

and decentralised renewable energy genera-

tors (wind turbines, solar panels) associated

with measurement tools (sensors), commu-

nication technologies (IT) and management

tools (PLC). Consumers are an integral part

of the smart grid and are therefore also

submitted to the new general management

rules. The overall consumer behaviour and a

conscious mind on the environmental impact

of the user habits are the success key of the

energy management in the next years.

That one plant exclusively produces what is

requested and distributed through the net-

work is an outdated approach; the European

countries have to progressively integrate two

other major approaches:

1. The remote control of decentralised com-

ponents including production equipment

and domestic non-vital consumers.

2. A new energy storage capacity with decen-

tralised batteries, for example e-vehicles,

and the ability to remotely manage the

charge of the e-vehicle batteries or allow

the customer to take the decision to charge.

In this new energy market, it is likely that the

e-vehicles will have a special function as

consumer and storage medium under certain

conditions.

Due to these modifications, new ways of

thinking will appear, new knowledge must

be gained and professions will change, thus

also creating a new need for training.

Regional Pilots

· 09

A local micro smart-grid located at

the Campus of Spa-Francorchamps

(Belgium) as pedagogic tool to sup-

port trainings

Following this preliminary aspects, the

Campus Francorchamps, skill and training

centre has decided to install a micro smart

grid for pedagogical purposes, able to work

at a local level. More precisely, the “Campus

Smart Grid” consists of:

• A domestic micro wind turbine of 5 KW on

a 15 meters high mast

• A sun followers of 16 solar mono-crystalline

panels for a total of 4 KW peak

• Combined Heat Power engine (CNG) pro-

ducing 50 KW electric and 80 KW thermal

• Bidirectional charging point for e-vehicles

of 10KW DC with a battery storage of

10kWh

• E-vehicles with batteries of more than 20

kWh including a battery management sys-

tem allowing the charge/discharge mode in

the communication protocol

• Sensors (anemometer, brightness, current,

voltage ...)

• PLC component management

• Electric power network

• IT communication network

• A remaining connection to the power grid

for consumption only

This facility will initially be used to support

awareness activities and theoretical introduc-

tions to technologies encountered. It will then

be used to make measurements and validate

simulation models. Finally, the maintenance

work can be taught by organising the disas-

sembly of certain components.

The Campus Smart Grid has also been de-

signed to enable other producer/consumer

elements to be included in the system in order

to validate and/or demonstrate the product

capabilities in a Smart Grid scheme.

The major difficulty of the trainings to be set

up consists in adapting the different contents

to different publics like students, job seekers

and workers from technical, engineering or

commercial departments.

In order to accelerate the introduction of e-

cars in rural areas is to implement the concept

that the e-vehicle is not only an eco-friendly

transport solution but also a way to store

the energy in a larger energy management

concept. The car will be used as a transport

system, an intelligent energy management

tool and a storage system.

Conclusions

Both, energy and automotive industry are

facing tremendous changes. Until 2020 they

have to find viable solutions to meet the

upcoming EU regulations.

Renewable energies are popping up in

Northwest Europe and the energy sector

has to face this new challenge, which means

particularly to assure a stabilised grid.

Major car manufacturers introduce e-vehicles

in their product range with all the conse-

quences: modification of production plant,

new materials and much more. As e-cars are

becoming more and more affordable due to

a better total cost of ownership and other

progressing factors, the consumer demand

increases.

All these storage systems on wheels are a

new energy concept possibility. The next

issue concerns the transformation of the

electric power grid into the so-called smart

grid including more and more decentralised

equipments. These modifications will intro-

duce new ways of thinking and new skills,

which highlight a need for change in the

education of the workforce in the affected

sectors.

Regional Pilots

10 ·

The Brabant Wagen Project Article by Thomas van Berkel, AutomotiveNL

AutomotiveNL found, that most cities use

the push strategy, defined as top-down-

approach, to promote e-mobility, dictating

rules, laws and strategies to regional

stakeholders. The project in the province

of Brabant adapts a pull approach, which

means that local institutions and companies

had different ideas regarding the effective use

of e-mobility within their province, which were

brought together for a strategy which meets

the regional conditions.

The “Brabant wagen project” is a continuation

of the ENEVATE-initiative to define projects

for a commercially viable charging infrastruc-

ture. The goal was to implement and improve

strategies for the implementation of charging

infrastructure which is related to the leisure

industry. This was done by identifying and

selecting possible stakeholders and arrang-

ing individual meetings. After creating a vision

on how charging infrastructure can be made

commercially viable, the vision was enlight-

ened and validated in different workshops.

Several business cases had been identified

that formed the basis for continuation of the

initiative.

Within the ENEVATE2.0 project the existing

business cases were improved and imple-

mentation plans were developed. Another

important task was to prepare the projects

The “cell of families” is member of an overall

association consisting of multiple “cells”. This

association will be the legal body to interact

with the overall management who will take

care of the cars, the planning, the app and the

sharing of cars between “cells”. Each “cell”

will get an app that controls the planning, the

user standards, the payments and maybe

the hire. Each family will pay for their own

use of the car. Based on kilometres, time and

overall costs, the payment might vary from

month to month.

2. High Tech Campuses

At most campuses employees have to use

their own car or hire a rental car for busi-

ness trips. The idea is to place a number of

e-cars at the campuses, which will be used

for business trips, depending on the demand.

Depending on the topography, most modern

e-cars can be used for trips up to 60 kilome-

tres one way drive, which fits for around 90%

of the appointments.

The campus will be the legal person who will

take care of the maintenance of the car fleet.

Each company located on the campus can

use the vehicle and can make a reservation

via an app. By using the app, the battery can

be monitored and the planning will always

be available. The aim is, that, compared to

using a rental car for each visit, expenses

will drop significantly. The critical factor will

be the use of the car, as the occupancy rate

will determine the equal costs of each use.

for the time after the ENEVATE project. These

activities have been accompanied by local

institutions as well as companies and have

been supported by AutomotiveNL. The les-

sons learned in ENEVATE enabled Automo-

tiveNL to support the business cases and

provide strategic feedback.

AutomotiveNL and AW Projects created

five different business cases, each of these

business cases needed to be cost effective

and self-supporting. Via the CANVAS method

of Alex Osterwalder objectives as well as

a vision were defined and three cases are

converted into an implementation plan.

1. “E-Car Cells”

An “E-Car Cell” consists of three to six fami-

lies who will use the e-car as their second

vehicle. Most of the second vehicles are older

vehicles which are used a couple of times

a week. The idea of the “E-Car Cell” is to

replace the second car and share an e-car

in a cell consisting of three to six families. By

sharing one car the occupancy rate of this

car will rise which will lead to lower costs

per kilometre.

Regional Pilots

· 11

3. Safari Park

Safari Park de Beekse Bergen is a zoo with

an actual driven safari experience. Within

the zoo there is a possibility to drive a safari

in a private car or by using the bus of the

nature park and experience the lions, zebras,

giraffe and other wild animals at a really close

distance. To realise this experience with more

health benefits for the animals, e-cars will

be owned by the zoo and are used for two

different purposes. The employees of the

park will drive an e-vehicle for their commuter

traffic. The employees will drive from home

to work, connect their vehicle to a loading

station and the car will be used by tourists

during the day.

This means that the employee will drive a

fully foil-wrapped (for instance with a Zebra

or Lion print) company car for commuting

between home and work. They will have the

benefits of a lease construction and pay the

financial addition for private use of the car.

This will be a very small amount because the

financial addition of using an electric com-

pany car will be 4% of the catalogue value

(Dutch tax incentive).

For a small fee, tourists will get an opportunity

to drive an e-car and contribute to the health

of the animals. They also do not have to be

afraid of having their own car damaged by

animals. The car will be equipped with a spe-

cial type off navigation which will give extra

information about the animals and the park

itself. The car can be used for several drives

around the park per day and increase the

profitability of the charging stations, where

the cars are located.

4. E-Car Cell Elderly

This business case can be compared to the

“E-Car-Cell”-approach. The main difference is

that this business case is designed for elderly

persons. In the Netherlands there are many

flats and apartments especially furnished for

people aged 55+. Due to the reduced mobility

needs of older persons, most of these build-

ings have parking space which is occupied

by cars which are not used very often, but

cost a lot money every month. The idea is,

to install one or more cells at such buildings.

This means that communities, who are living

in such buildings, can set up a user group.

Using a planning app might be a challenge

for some older people, so that the concierge

of the building might support the use of the

standard app or can be in charge of the

reservations. It will also be possible to use

LEV (light electric vehicles) or scooters to

complement the mobility need of this user

group.

5. E-Routes

E-routes are thematic routes (mostly touristic)

trough out the province of North-Brabant

and e-vehicles will be used to drive these

routes. Local entrepreneurs can benefit

from these routes by handing over special

offers to the users of E-routes, via the in-car

navigation+system.

The routes will go through North-Brabant

following different themes. The Vincent van

Gogh route, the Liberation route, monumental

routes, etc. The challenge in this case is to

make it profitable. With this business model

an average e-vehicle will be at profit, when it

is driven around 20.000 kilometres per year

or more, which means at least 60 kilometres

each day.

Regional Pilots

Partners

• Car owners• Communes• Province (NB)• VIBe organisation• Car dealers• Car rental organisation• Infrastructure partners (ground/ charging/ solar)• Energy suppliers• Financial organisation• Tourist offices

Key Activities

• Internet software for car planning and payments (app)• Maintenance activa (e-car & station)• Exploitation local charging facility (?)• Exploitation e-car during off-days

Key Resources

• E-car sells (owners)• E-car fleet (rental organisation)• VIBe organisation• Revolving fund NB

Value Proposition

• 100% '2e car' - mobility in towns, villags, rural areas• Clean environment• Low TCO vs. ICE• Exploitation e-car during weekends and holidays• Limited fix costs i.c.w. very low variable costs• Parking- & charging facility in residential areas• Parking facilities downtown in cities

Customer Relationships

• Communities• Local initiatives& (see connected BC's)• Tourist offices, ANWB, etc.

Channels

• Regional papers• Internet PR & apps software& (see connected BC's)• Papers, flyers at attractions, campuses, hotels, etc.

Segments

• Mobile and entrepre- neurial habitants who are willing to share their 2nd car& (see connected BC's)• Business people (local mobility)• Tourists ('green' attractions)• PR-organisations• E-car rental organisations

Cost Structure

• E-car costs - see TCO Model: Fix (depreciation, taxes & insurance); Variable (energy/fuel, maintenance, tyres, ...)• E-charging station (depreciation, maintenance, insurance)• ICT costs (internet, planning & finances) • Costs for e-car management

Revenue Stream

• Payments per driven km by members of e-car cell• Rental of the 2nd e-car to tourists and business people• Charging income of external e-car drivers • Exploitation solar energy (eventually)• PR applications (e-car as driving 'bill board') and evt. funding

Business Model E-Car Cell

12 ·

Car clubs are becoming increasingly com-

mon with their development being driven by

a range of diverse stakeholders such as local

authorities and organisations with major grey

fleet costs. Recognising that they are now in

the business of selling mobility, even vehicle

manufacturers are starting to develop car club

offerings which will ultimately reduce the ratio

of vehicles per head. Emerging mixed mobil-

ity offerings include the sharing of personal

vehicles and driveways, the ability to swap a

personal vehicle for another that might better

meet the user’s requirements on a particular

day, and joined up mobility options where

users can span entire journeys with personal

vehicles, public transport and hired bicycles

or cars at the journey destination.

But as with so many ‘game changing’ busi-

ness models, it soon becomes apparent that

success depends on flexibility in the model

and the ability to provide benefits carefully

tuned to the requirements of specific cus-

tomer groups or locations. The development

of this flexibility means that e-vehicles are

increasingly being included in the fleet mix

albeit utility needs to be relatively high to

compensate for in initially high capital costs.

Within the ENEVATE project Future Transport

Systems has worked with car clubs and

customer groups to understand their require-

ments and also what business development

approach is required to increase the uptake

of user groups and e-vehicles.

Clearly car clubs can only be successful if

the vehicles have sufficient use to generate

an underpinning revenue stream. E-vehicles

have higher initial capital costs but lower

running costs. They also have more limited

ranges than traditional vehicles and require

drivers to know how to drive them to best

effect and how to use the charging infrastruc-

ture. However, Future Transport Systems has

run several e-vehicle trials over the course of

the last five years, these have included more

than 100 vehicles of various types and 300+

users. The trials have repeatedly demon-

strated that people enjoy driving e-vehicles

and that consequently many purchase or

lease an e-vehicle after the trial. Also, usage

statistics from car clubs demonstrate that

once people have tried an e-vehicle they go

back to use it again and again.

In terms of developing sustainable busi-

ness models two approaches have been

researched by Future Transport Systems in

partnership with car clubs, these are:

• Working closely with a range of stakehold-

ers in the immediate proximity of a car club

bay/vehicle to maximise utilisation

• Linking the car club with other activities,

specifically leisure, to make it part of a

wider value added experience

In relation to developing greater use in spe-

cific areas, Future Transport Systems worked

with the car club – Co-wheels to explore the

potential to deploy car clubs and specifically

e-vehicles within Team Valley, a very large

industrial estate in Gateshead in the North

East of England. The growth of Team Valley

is constrained by traffic congestion so the

owner, UK Land Estates has an interest in

mobility solutions that reduce the flow of ve-

hicles in and out of the location, particularly at

busy time of the day. To assist with improved

mobility UK Land Estates has created an

organisation called Valley Links specifically

to promote sustainable transport.

The travel data for Team Valley suggests that

a large number of people travel to work there

in single occupancy cars so they have the

flexibility to use the car for shopping trips

(sometimes just to buy a sandwich) at lunch

time or after work, or undertake short work

related trips during the day. But in reality

these trips occur very infrequently and often

hardly leave Team Valley itself.

The vast majority of the usage identified could

be undertaken using a car club and also a car

club largely made up of e-vehicles. However,

in order for the car club to be viable people

from several organisations based on Team

Valley would need to use the vehicles on a

regular basis.

E-Mobility for Car Clubs in Great BritainArticle by Matthew Lumsden, Future Transport Systems Ltd.

Regional Pilots

· 13

Future Transport Systems has spent time

working within Team Valley, talking to busi-

nesses and identifying their individual travel

requirements and mapping how these needs

could be provided with car club vehicles, in-

cluding e-vehicles. By combining the findings

of several businesses located around central

points, it has been possible to identify how

frequently vehicles could be expected to be

used, for what purposes and typically at what

times of the day. Undertaking this analysis

has enabled the viability of e-vehicles and

the overall business model to be evaluated

by car clubs. Future Transport Systems has

worked closely with the car club – Co-wheels

on this project.

Following on from the evaluation Co-wheels

and Valley links will undertake further pro-

motional activity to engender awareness and

interest in car club vehicles on the site prior

to vehicles being introduced at some point

in the future.

Exploring opportunities for the use of car

clubs in the leisure sector Future Transport

Systems entered into dialogue with two of

the UKs national park authorities, Northum-

berland National Park and the Lake District

National Park. The Lake District is already

running a small fleet of Renault Twizzy

e-vehicles for the use of visitors and North-

umberland National Park has trialled several

e-vehicles for the use of its staff.

Both National Parks have explored the

potential of linking e-vehicle car clubs up

with the travel patterns and requirements

of tourists and visitors to the parks. The

Lake District has developed an e-vehicle car

club operating in several of the larger towns

across the Lake District, from which visitors

can hire a Twizzy and take it out on a trip with

all necessary infrastructure installed along the

route. This model is working but has been

set up with support from the Parks Authority

and with tourist locations and hotels, and has

not yet established a level of use that would

make it sustainable for a commercial car club.

In Northumberland National Park, Hadrian’s

Wall, which is a main attraction, runs from

East to West in parallel with the River Tyne

and the railway. Northumberland National

Park had an interest in making it possible for

visitors to leave the train and collect an e-car

or pedelec to make the trip up to Hadrian’s

Wall World Heritage Site. E-vehicles would

be ideal in this role, given the expected range

of the journeys and the desire of the park

authority to keep carbon, particulate and

noise emissions to a minimum. In order for

this to be successful car clubs would need

to be sustainable in their own right within the

villages along Hadrian’s Wall during the winter

months when visitors would be fewer.

In the first instance Northumberland National

park and Northumberland County Council

has been supportive of a car club scheme set

up by Transition Tynedale and Co-wheels in

Hexham, one of the main tourist destinations

along Hadrian’s wall. To provide maximum

flexibility the car club has a Toyota Prius plug-

in hybrid vehicle and a traditional Toyota Yaris.

The car club has been operational since De-

cember 2013 and is publicised by Transition

Tynedale. Users are gradually increasing in

number albeit take up has not been as rapid

as was hoped.

Moving forward both the Northumberland and

Lake District National Parks are working to

encourage the use of e-vehicles and car clubs

within their areas. They are both involved in

the expansion of e-vehicle infrastructure and

given that they adjoin each other, are work-

ing to enable a simple e-vehicle journey that

links key visitor destinations. The provision of

infrastructure provides a compelling reason

for travellers to follow a predesigned route. A

joined up mobility offering will also enable the

easy use of public transport, e-vehicles and

mixed vehicle car clubs provided by a range

of organisations.

Future Transport Systems and Co-wheels are

undertaking combined stakeholder engage-

ment activity to propagate interest.

Regional Pilots

14 ·

E-Mobility in the Southern Part of Limburg (NL) Article by Edwin Bestebreurtje and Flip Oude Weernink, European Automotive Strategy Network

The first concrete spin-off project of ENEVATE

is the foreseen roll-out of an e-car sharing

pilot in the southern part of Limburg. The

target of this pilot is to bring 15 e-vehicles

on the road and accordingly the roll-out of

necessary infrastructure, including financial

model.

The focus of the second spin-off project

is on supporting the roll-out of a charging

network. Increasing the quality and density of

charging networks is a major ambition of the

Dutch national government. However, for the

province of Limburg, due to its more spread-

out city and rural characteristics, the network

will differ from the (mainly public) network in

large inner cities. A strategic approach for the

roll-out of charging infrastructure is necessary

to be able to drive in e-vehicles in this region.

The basis for this strategic approach is the

ENEVATE toolkit on charging infrastructure.

E-Car Sharing in Southern Limburg

E-car sharing is a proven concept in e.g.

Paris (Autolib) and Amsterdam (car2go), two

metropolitan regions with multiple million

inhabitants, short distances to be covered

and sufficient infrastructure to embed a high

numbers of e-cars.

The number of car sharing initiatives in the

Netherlands has increased by 86% between

2010 and 20131. In March 2014 more than

Pilot Southern Limburg

The region of Southern Limburg was se-

lected as pilot area. Because the situation in

Southern Limburg is different from Paris and

Amsterdam; much smaller population, much

lower congestion problems almost no parking

problems. Also the geographical conditions

are different. Although the three regional ur-

ban areas are surrounded by mainly very rural

and touristic areas the population density is

high. There are large employers, but limited in

numbers. The availability of public transport

is limited, too. The air quality is sometimes

poor because of industrial areas and the

environment is hilly which makes cycling not

a popular alternative. Thus the car is the most

important transport in Southern Limburg.

In the different municipalities the key char-

acteristics inhabitants per square kilometre,

inhabitants per municipality, company reg-

istrations, possession of private cars, semi-

public and institute locations and touristic

hotspots are mapped in graphic and figures.

The intensity of these characteristics per

municipality shows were mobility is needed,

as this indicates where people live and where

they need to go for work or leisure. Already

after this first part of the study the first results

showed a difference between rural and urban

areas. Relative high possession of cars, 1.8

per household of 3 persons, compared to

0,8 in the province where Amsterdam is

situated. The last 25 years the car park in

11.000 vehicles are included in one of the car

sharing schemes in The Netherlands2. Car

sharing scheme Snappcar is successful in

urban region Randstad and a good example

of the fact that urbanisation and growing

demand for mobility increased the demand

for new mobility solutions. More and more

lease companies and car sharing schemes

are adopting e-vehicles in their fleet. There

is a rapid development of (e-)car sharing in

The Netherlands, France, UK and Germany.

Critical success factors of the current suc-

cessful (e-)car sharing programmes are an

application in dense urban areas and high

number of vehicles and infrastructure (avail-

ability). Due to the dense network of vehicles

and infrastructure, a structured back office

organisation and user system is critical. E-

car sharing seems to be a success formula

for large metropolitan areas, complementary

to public transport, aiming at reducing the

number of cars in the city. (E-)car sharing in

rural areas seems to be complex because

of less density in population and higher dis-

tances in average between different relevant

locations. On the other hand there is less

public transport in rural areas which causes

mobility needs with (e-)car sharing as pos-

sible solution.

Regional Pilots

· 15

Southern Limburg grew by 43%. Although

the target region is typically a rural area, it is

quite dense populated with 941 persons per

square kilometre.

As second part of the case study, the mobil-

ity patterns in the region are mapped. The

availability of public transport, overview of

the current infrastructure and monitoring

report of unique transport movements of

passenger cars3 were studied. This part of

the study shows that 89% of all unique single

trips within the region are from, to or between

the three urban areas in the region.

An interesting fact is that 60% of all unique

trips are for leisure or private purpose. 10,7%

is for business trips, 29,3% is commuting. On

average, 37% of the vehicles commuting to

work might be used for business trips as

well, which means that currently 63% of the

vehicles is not moving during daytime.

The average single trip from cars within the

three urban areas is rather short: 17 kilome-

tres. Based on the input from potential users

in average a vehicle will be used twice a day.

68 kilometres in average each day. Potential

users also mentioned, that an average price

of €0,27 per kilometre makes it economically

interesting to shift to e-vehicles. Thus a car

should drive around 18.000 kilometres each

year to make it economic feasible.

A study on other, existing e-car sharing

schemes4, both rural and urban, learned that

success and feasibility will be based on three

subjects: technical feasibility, organisational

feasibility and financial/economic feasibility

(including environmental impact). The critical

success factors here sufficient coverage, a

dense fleet, enough capacity and reliability.

Conclusions E-Car Sharing

The challenge and key to success is to cre-

ate alternatives for commuting, sharing the

e-vehicles during day and evening, shared

cars in company fleets resulting in private and

business economisation. A second result is

the environmental impact. The feasibility will

be proved via a pilot project, which started in

September 2014 with Nissan Leafs. The first

ten Nissan Leafs will be on the road since

October 2014, applied at public-private in-

stitutes and local governments. They will use

the cars during daytime as corporate cars, in

the evening and at the weekend the cars are

available for citizens as well.

The pilot grows to 15 vehicles by the end

of 2014. Stepwise the current pilot (branded

as eCARSHARE) should grow to a regional

e-car sharing programme, where in the end

a commercial or public organisation should

take responsibility for the regional e-car shar-

ing programme.

Regional Pilots

Heerlen

Kerkrade

Landgraaf

Maastricht

Sittard Geleen

Heerlen

-

1118

1260

1422

1347

Kerkrade

1364

-

324

276

337

Landgraaf

1267

378

-

331

235

Maastricht

1281

205

255

-

1044

Sittard Geleen

1527

407

312

1150

-

Examples of Number of Unique Transport Movements and Kilometres

Heerlen

Kerkrade

Landgraaf

Maastricht

Sittard Geleen

Heerlen

-

11118

5040

35550

26940

Kerkrade

13640

-

2268

8832

9099

Landgraaf

5068

2646

-

9930

5875

Maastricht

32025

6560

7650

-

24012

Sittard Geleen

30540

10989

7800

26450

-

Example of Mapping Relevant Geographical Data

16 ·

Strategic approach for charging

infrastructure in Limburg (NL)

One of the key objectives to make e-mobility

happen is to accelerate the development of

sustainable EV charging infrastructure. In this

aim the ENEVATE partnership developed a

charging infrastructure toolkit5 which helps

project managers to learn from projects in the

past and avoid some of the potential pitfalls.

The base line of this approach is to think

strategic and thoroughly before start planning,

implementation and operation of charging in-

frastructure. In the tool kit structure the basis

for decision making is the strategy and design

column. In the strategy and design phase it

is important to define objectives, scope and

high level infrastructure development/oper-

ating model. Objectives and scope will be

influenced by policies, funding requirements

and longer term aspirations. This phase also

requires consideration of the relationships

between the project and any strategic part-

ners since these relationships will influence

the delivery and operating models.

In the charging infrastructure project in

Southern Limburg (NL) we made some exten-

sions to the decision tool of ENEVATE. These

extensions are relevant for decision making

projects on charging infrastructure in other

regions in Europe.

ture were public and private (commercial)

charging possibilities are well coordinated

on logical spots in the region.

Approach

To be able to set up a strategy and design

of a future proof charging infrastructure

the approach within the ENEVATE tool for

infrastructure was the basis for the region of

Southern Limburg.

Extension: Socio-economic analysis

of e-vehicles-owners

During the analysis phase this approach was

extended by including a socio-economic

analysis on the e-vehicles-owners which

needed charging infrastructure in public

areas. The basis for this analysis was the

Mosaic-model with more than 40 household

typologies (see picture above).

The Mosaic model has been built up by a

large database of more than 7 million Dutch

households.

Based on the socio-economic analyses main

conclusions were that e-vehicles-drivers do

have an income above modal and are higher

educated. More conclusions were drawn on

social and behavioural aspects. The dominant

main groups of e-vehicles-drivers in Southern

Limburg based on the Mosaic model are the

D14-group and the J35-group.

Caused by the fiscal stimulation of the Dutch

National government there is a steep uptake

of (PH) e-vehicles in The Netherlands. Since

early 2013 the total (PH) e-vehicles on the

Dutch roads has increased from 7.000 to

almost 40.000 vehicles.6 In the Province

of Limburg the number of (PH) e-vehicles

increased from 72 vehicles in June 2012 to

1.280 in June 20147 on average an even higher

increase % of (PH) e-vehicles compared to

the Dutch average as a total.

There was already a charging infrastructure

in the region realised by the Dutch National

E-laad initiative, but from January 2013

until June 2014 the relation between (PH) e-

vehicles and charging points increased from

1:1 to 5:1. Commercial initiatives to set up

charging infrastructure for e-vehicles do not

exist yet in the region of Southern Limburg,

because it is not dense enough.

Because of the increase of e-vehicle users

in the region the cities of Southern Limburg

have to decide what policies they have to

introduce for the next steps in realisation of

public charging infrastructure.

Objective

The objective of the project in Southern

Limburg is to determine a joint vision, aim,

strategy and implementation approach for

charging infrastructure based on the defini-

tion of clear target groups and stakeholders.

The aim is to design a futureproof infrastruc-

Regional Pilots

Mosaic Groups

A Young Digitals

B Educated City Dwellers

C Strugglers

D Dynamic City Life

E Average Citizens

F Successful Families

G Traditionalists

H Rural Life

I Free Spirits

J Golden Border

K Elite

L Landlords

M Pensionists

N Elderly People

Wealth

Mosaic-Model

Household Size

1 Person

2 Persons

3 Persons

4 Persons

5 or more

Age

· 17

Expectations for future e-vehicles-drivers in

the region are being build up based on these

two Mosaic household groups. The ‘darkblue

spots’ on the regional map are very helpful for

the cities and villages for their policy making

process and for other stakeholders to set up

expectations for their business model (see

picture above).

Extension: analysis of user charging

behaviour

Another extension of the ENEVATE decision

model during the analysis phase was a user

approach based on charging behaviour of

e-vehicles-drivers. We defined eight different

charging typologies based on user behaviour

at different locations where they live, sleep,

work and recreate.

Based on these typologies we were able

to define key stakeholders which have a

motivation to build or invest in charging

infrastructure on these specific public and/

or private locations.

Conclusions charging infrastructure

Based on the analyses of households, charg-

ing typologies and stakeholders, gap analysis

between current charging infrastructure and

optimal charging infrastructure has been set

up. This gap analysis is the basis for the joint

vision and strategy of the municipalities in

the region and give them the opportunity to

stimulate the defined stakeholders to invest

in charging infrastructure. This will result in a

model in which companies, public authorities

as well as service organisations altogether

will plan, implement and operate a charging

infrastructure which is futureproof, sustain-

able and fits the demands of the e-vehicles-

drivers in the region.

A strategy and design of futureproof charging

infrastructure is the basis for implementation

and operation with shared responsibilities of

different stakeholders. A cooperation model

based on business cases and different future-

proof solutions for different charging typolo-

gies will be the case in this rural region.

Next steps

Based on this cooperation model the project

will go on to the second phase in the ENE-

VATE tool kit structure, which is the project

planning phase. During stakeholder meet-

ings decisions are going to be made about

details of locations, finance and identification

of all factors that will need to be managed

through the delivery phase (implementation).

The planning phase within Southern Limburg

will last until end 2014. The aim is to start

implementing futureproof charging infrastruc-

ture from early 2015, which also involves an

update of the already existing and relevant

infrastructure when necessary.

Future developments in Limburg

Other regions within Limburg decided to join

the strategy and design approach on charg-

ing infrastructure. Since October 2014 a total

of 21 municipalities go through this process

of analysis and decision making. Planning is

that all these municipalities will have a future

proof strategy on charging infrastructure in

the first half of 2015 and start implementing

in the second half of 2015. Many of these

municipalities are also enthusiastic about the

e-car sharing pilot which can lead to more

vehicles in the pilot during the coming months

and to the same synergies between e-car

sharing and charging infrastructure policy.

Finally, a cross border initiative between the

government of North-Rhine-Westphalia and

The Netherlands is organising stakeholder

workshops in October and November 2014

with the aim to work together in a strategic

approach on e-mobility based on the tools

and experiences of ENEVATE.

Regional Pilots

Literature:

1. Snelle opkomst onderling autodelen, Friso Metz, Kennisplatform Verkeer en Vervoer, 2013.

2. Autodelen: ‘wordt de markt volwassen?’, TNS NIPO, 2014.

3. Unique transport movements of passenger cars are mapped by cluster mobility at Province of Limburg.

4. Benchmark programs: Autolib (F), Car2Go (NL), E-tour Allgau (Ger) and CarClubs (UK) 2013.

5. Electric Vehicle charging infrastructure toolkit, ENEVATE 2011.

6. Figures Electric vehicles on the road, Rijksdienst voor Ondernemend Nederland (rvo.nl), July 2014.

7. Special uptake electric vehicles in the different Dutch Provinces, Rijksdienst voor Ondernemend Nederland, July 2014.

Charging StationsD14 City DwellersEijsden-MargratenMeerssenHeerlenSittard-GeleenMaastricht

Living Locations Mosaic D14 Charge and Work

18 ·

E-Vehicles: A Green Revolution for Urban or Rural Areas? Article by Dr. Huw Davies, Ceri Donovan, Cardiff University and Dr. Daniel Newman, Sustainable Places Research Institute

It is widely accepted that the current car

system has a detrimental impact on the en-

vironment with cars at the forefront of global

oil usage and carbon dioxide emissions.

Oil is a finite resource and carbon dioxide

pollutes the atmosphere meaning that the

petrol and diesel cars that run today do not

provide sustainable mobility so that we need

an alternative. The need for change has been

recognised by the European Union, whose

vision for 2020 involves a minimum 20%

reduction on the level of greenhouse gas

emission of 1990.

They plan to tackle the highly polluting trans-

port sector, with reforming the car system at

the heart of this approach. 2012 saw targets

introduced to reduce tail-pipe emission

meaning that 65% of member country’s

new cars must emit less than 130 g/km of

carbon dioxide. By 2015, the entire new car

fleet must meet that same limit, which will

subsequently be reduced further to 95 g/km

in 2020.

some of the reliance on oil, thereon limiting

the production of harmful toxins. These

benefits increase markedly as production

of renewable energy sources such as solar

and wind powers are used over fossil fuel

power stations, and further again as alterna-

tive materials are developed for building the

cars: lighter, less polluting options such as

carbon fibre or recycled aluminium. Over the

last decade, a steady stream of electrified

vehicles has been brought to market in the

UK.

The car problem is typically presented as an

issue with internal combustion engines: cars

powered by petrol and diesel. As a result, the

past decade has brought back an old technol-

ogy that first competed with (and, ultimately,

lost out to) the internal combustion engine

at the turn of the last century: the e-vehicle.

These cars offer an attempt to attain more

sustainable mobility, while sticking to the

present model of private car use on which has

become so enmeshed with consumer capital-

ism. Changing the fuel promises to overcome

White Book

Chart - Average carbon dioxide emissions from new passenger cars

Average CO2 emissions from new passenger cars

2015 target

2020 target

180

150

120

90

60

Tailp

ipe

emis

sion

s (g

CO2 /

km)

Source: Monitoring of CO2 emissions from passenger cars – Regulation 443/2009 provided by European Environment Agency (EEA)

2015 target for new passengercars: 130 g CO2 /km

2020 target for new passenger cars: 95 g CO2 /km

· 19

E-Vehicles in the UK

While e-vehicles are becoming more promi-

nent, figures from the Society of Motor Manu-

facturers and Traders show that the UK public

are not buying them in any great numbers.

Though the UK government’s introduction of

the plug-in car grant saw a notable rise in

e-vehicles sales from the 167 vehicles sold in

2010, the numbers remain minor with regard

to overall sales figures. In 2011, 1.082 were

registered in the UK, compared with 1.9mil-

lion new cars in total. Electrics saw a slight

improvement for 2012, providing 1.262 out

of an overall figure of 2.044.609 sales. While

e-car sales rose from the previous year, so

did sales of internal combustion cars and they

did so by a similar proportion so electrics still

only represented a marginal 0.06% of new car

sales in the UK.

The Department for Transport reveal that

there are presently 4.100 e-vehicles on UK

roads. Of 32 million cars, electrics make up

just 0.01% of UK car stock. This compares

poorly with 31.8 million cars powered by

internal combustion engines. By way of

comparison, in 2013, Norway sold twice

as many electrics despite having a tenth of

the population, while the comparably sized

population of France saw three times the

British sales figures.

There is a need to question why greater

inroads are not being made in actual sales.

The most frequently cited factors are cost and

range. Even with generous financial incentives

and tax reductions, e-vehicles are still more

expensive than their internal combustion en-

gine equivalents while concerns over whether

batteries hold enough charge to get from

place-to-place haunt many. These factors,

though, could be mitigated and outweighed

by other benefits in terms of functionality. It

is understandable that much existing focus is

on e-cars in the urban environment. If a chief

factor concerning consumers is battery range,

the element of range anxiety will be reduced

in built-up towns and cities, where journey

distances are relatively short and there would

be ample opportunity to recharge between

trips. At the same time, though, the notion

that range is somehow optimised to the city

can be considered a misunderstanding and

there is a real possibility that too much focus

is being placed on the urban application of

e-cars. Fundamentally, there is less need for

e-cars in urban areas than there is in rural

locales and that e-mobility has so far been

targeted at towns and cities could be at least

partly responsible for the slow consumer

uptake to date.

Urban and Rural Driving Habits

The UK has generally lower levels of car

ownership or usage as population density

increases. According to the RAC Founda-

tion, 87% of adults in rural areas hold driving

licenses, compared with 62% for London and

65% for other metropolitan areas. In rural

areas, 91% of households own at a car, as

opposed to 57% in London and 68% in other

metropolitan areas. The Office for National

Statistics’ latest census figures for England

and Wales suggest the car to be in decline for

urban areas, such as inner city London. While

national levels of car ownership continue to

creep up, the capital has shown consistent

increases in the amount of households with-

out a car. This applied both inside and outside

the congestion charge zone, so Lambeth rose

from 51% to 58% and Wandsworth increased

from 41% to 45% respectively. The same is

true in an area such as Westminster, which

boasts that rare thing in London, free week-

end parking – yet went from 57% to 63%.

Car-free households are on the rise in the

UK’s largest city with the numbers of cars

actually lower than the number of households.

White Book

20 ·

Cars, then, are used considerably more

outside of the urban context in the UK. The

RAC Foundation reveal rural drivers clocking

up 8.450 miles per year – far more than the

national average of 5.551 miles. The Depart-

ment of Transport data gives an average

length of a trip in the UK as 8.6 miles. Those

in rural areas travelled further to work than

urban commuters at 11.7 miles to 6.9 miles.

Rural householders are more likely depend-

ent upon car usage. When car costs rise,

urban drivers are far more likely to give up

their car or restrict their usage, while rural

drivers will persist with their cars for longer.

Indeed, for purchase costs, the elasticity

of car ownership is twice as high in urban

areas, while fuels costs exert no significant

influence in rural areas yet they do for urban

drivers. The RAC Foundation have revealed

that 73% of drivers in rural areas rely on a

car for shopping and 81% require one for

work, in contrast with figures of 46% and

48% respectively for urban areas.

E-Vehicles in the City

Despite this, many continue to consider ur-

ban areas as most appropriate for introducing

e-vehicles. E-mobility is claimed most suited

to cities because they have no emissions at

point of use (preventing local air pollution),

are relatively quiet (reducing noise pollution)

and do not need power when stationary

(curbing wasted fuel when stopped in traffic).

E-vehicles are deemed suitable for the urban

environment because journeys are short in

both distance and duration; and frequently

take place in congested conditions that re-

quire much stopping and starting. In addition,

urban areas have the population density to

render investments in infrastructure (largely

charging points) worthwhile. At the same time,

the cars are not believed to be suitable out

of urban areas due to their limited range and

lower than average top speed. As a result,

there is a widely held presumption of an inher-

ent connection between e-vehicles and the

urban context.

With low car ownership levels, established

public transport infrastructure, growing lev-

els of active transport and short distances

travelled, the need for e-vehicles to improve

urban mobility are limited. To these ends,

encouraging e-car take-up in cities poses

a problem if done in the name of sustain-

ability – it risks promoting car use when al-

ready viable alternatives are functioning well.

Limited range will probably render electrics

as second vehicles for the foreseeable future;

only purchased as an option for local jour-

neys alongside the petrol or diesel vehicles

for longer trips. This would not reduce oil

consumption or emissions as e-vehicles still

require intensive production processes for

their steel bodies and electricity is generated

mainly within fossil fuel fired power stations.

Moving from one form of car to another might

simply be a case of ‘problem shifting’: while

e-vehicles may solve one problem, they could

cause another. Without widespread decar-

bonising of the power system, which does

not appear likely in the UK for the foreseeable

future, the technology is largely symbolic in

its impact and whatever benefits come in the

form of lessened tailpipe emissions will have

no impact beyond the immediate vicinity of

the city.

These problems are usually added to by a

lack of domestic space to park and recharge

e-vehicles for many urbanites. In addition,

short trips with regular stationary traffic

means the vehicles are being used well below

their theoretical capacity. To achieve a lower

total cost of ownership than a petrol or diesel

car, an e-vehicle requires a breakeven dis-

tance per annum for at least 80.000 km. This

White Book

· 21

means it is imperative that the vehicles are

used intensively to make sense to consumers.

While the importance of the contribution to

improved air quality is certainly substantial,

as a means of de-carbonising transport it is

expensive and often of marginal benefit when

it comes to the bigger picture.

Rural Electric Vehicles

An equal if not more compelling case can,

then, be made for e-mobility to be deployed

in non-urban contexts. Suburban commuter

ranges are generally well-suited to the capac-

ity of e-vehicles. As such, these driving habits

come much closer to fitting the discharge-

recharge cycle more effectively. Travelling

greater distances ensure that the operational

cost advantages of e-vehicles are greater in

relation to the purchase cost than would be

achieved in cities. The overall cost of owner-

ship that results is, as a result, more attractive

for the average consumer. Suburban and rural

households are more likely to have gardens

and garages in which domestic recharging

could be carried out. These areas are also

more likely to support multi-car households

where long-range (petrol or diesel) vehicles

are already owned thus e-vehicles can

replace not supplant existing stock without

requiring the purchase of an extra car. In

rural areas, housing stock is usually located

at a distance from employment and leisure

or key services such as shopping or schools.

The geographical spread generally results in

longer trips meaning that recharge points at

supermarkets and elsewhere become useful.

With lower levels of congestion, trip times are

more predictable, which is crucial in ensur-

ing drivers are not left stranded away from

recharging points negating range anxiety.

Most suburban and rural roads (other than

motorways) are well suited to e-vehicles in

terms of the typical road speeds attained.

Often ignored, this application needs to be

given proper consideration.

The ENEVATE programme has duly sought

to explore the potential of e-mobility in rural

areas through conducting social research to

explore the reality of using e-vehicles outside

of the city. In the first phase, 234 users were

surveyed in a series of 18 e-vehicle pilots

spread across North-West Europe followed

by a series of stakeholder workshops. ENE-

VATE2.0 has seen this approach furthered

and deepened by working with local partners

in the UK to understand their first-hand

experience of rural e-mobility. The results

show both positive and negatives to this ap-

plication but it is important to remember that

an emerging technology such as e-mobility

will always be perceived to have some draw-

backs when compared with the established

dominance of the internal combustion engine.

Crucially it must be accepted that e-vehicles

are also flawed in urban areas so the ques-

tion is where do the costs best outweigh the

benefits? We believe that this balance might

be best achieved in rural areas so, overall,

it appears that investigating the place of e-

vehicles in the countryside is a fruitful one,

which could provide strong sustainability

gains in offering a viable market for e-mobility.

The ENEVATE project, then, has set out

to demonstrate that whatever limitations

e-vehicles have in rural areas, these limita-

tions should not be allowed to cloud their

potential. This has been achieved through

developing several case studies from across

the UK demonstrating rural e-mobility in

action. These examples show that the e-

vehicles can be a genuine solution for rural

mobility. ENEVATE2.0 will deliver a working

paper, launched at the ENEVATE2.0 closing

conference at Spa Francorchamps, which

uses practical experience to outline best

practice in delivering rural e-mobility. This

article provides a taster of the content to be

found in that paper or ‘white-book’ focused

on two rural e-mobility pilots located within

Carmarthenshire County Council’s E-Vehicles at Parc Myrddin

White Book

22 ·

Wales. Each case study offers a different

approach to using e-mobility to meet local

demands and achieve sustainable mobility

in alternative ways. These examples show

that e-vehicles can and, indeed are, working

in rural areas.

Carmarthenshire County Council

Carmarthenshire is a county in West Wales.

The county is one of 22 Welsh administrative

divisions; the third largest geographically and

the fourth highest by population. Carmarthen-

shire is officially categorised as a rural area by

the Office for National Statistics, with 183.800

residents at a density of 75/km2 – ranked 18th

for population density (the Welsh average is

147/km2). Carmarthenshire has two larger

classified urban by the OECD urban typology,

demonstrating a minimum population density

of 300 inhabitants per km2 aligned to a mini-

mum population of 5.000. These towns are

Carmarthen and Llanelli, located 16-24 miles

apart depending upon the route taken. There

are also 11 smaller towns located across the

county. As a westerly county, there is only a

very small section of the M4 motorway, with

most settlements reached by A Class roads

and country lanes in a total road network

of 3.474 kilometres. As a public body, the

local authority have recently been exploring

solutions to the economic, environmental and

social challenges faced in the twenty-first

century UK, a key component of which they

have identified as mobility.

In 2010, Carmarthenshire County Council

introduced a car pool pilot with the intention

of rationalising car use through centralising

a number of shared vehicles. It was hoped

that this move could help reducing Council

expenditure on travel and cut back on the

local authority’s CO2 emissions. Cars were

to be used for professionals such as social

workers to carry out their duties around the

region – moving between Council sites and

to residents’ homes and workplaces. It also

included other skilled workers, for example

maintenance, travelling round the region

attending to faults on highways and to street-

lighting. This car pool initially consisted of

six diesels located at the Council’s base in

Carmarthen at Parc Myrddin. In 2011, the

Council took this scheme a stage further by

introducing two Mitsubishi iMiEVs battery

e-vehicles to their car pool at Parc Myrddin.

This made Carmarthenshire the first local

authority in Wales to introduce e-vehicles into

its fleet. In 2013, the e-mobility element was

expanded further with the purchase of two

Peugeot iOn battery electrics at Parc Myrddin

(with another two intended to be deployed in

other locations subject to the installation of

charging points).

This scheme was financed by Welsh Gov-

ernment funding. Moneys were obtained to

render the county a ‘sustainable travel centre’

under the Welsh Transport Strategy. The

sustainable travel centres deliver a range of

measures that encourage people to consider

using alternatives to conventional cars. Four

centres were funded, with Carmarthenshire

joining Cardiff, Mon a Menai and Aberystwyth.

Each area received a pot of money was tar-

geted at reducing CO2, improving local air

quality; encouraging model shift, providing

higher quality public transport, granting im-

proved access to key services and promoting

healthier lifestyles. The aim was to build on

the lessons learned in each centre to identify

the most effective measures for potential

adoption elsewhere.

For Carmarthenshire County Council, this

provided three years of funding: £500k in

2010/11; £500k in 2011/12, and; a further

£300k in 2012/13. The local authority used

this money for a range of schemes, includ-

ing improving Carmarthen Bus station, de-

veloping the town’s Park and Ride facilities,

providing new walking and cycling routes,

White Book

· 23

and establishing the Bwcabus on-demand

model of local bus services for West Wales.

The car pool came under the implementa-

tion of a new Staff Travel Plan that explicitly

targeted achieving reductions in staff mileage

as travel is necessary for most of the 9,000+

employees.

As Council staff needs to commute across

this large, open county, the car pool and, in

particular, the e-vehicles that form half of

the fleet are essential in allowing the local

authority to reduce the large carbon footprint

that has previously been accrued. Though

the cars are based in Carmarthen, their role

is largely as an outreach for towns, villages

and isolated settlements across the county.

This role means that the cars are frequently

used in longer, irregular journeys, beyond the

average urban commute that e-vehicles are

often assumed to facilitate. They are used

within the town of Carmarthen itself as they

are to reach other towns and villages around

the county in addition to more remote sites,

structures and installations that the Council

have responsibility for. In short, the vehicles

traverse the entirety of this rural county.

The scheme originally involved around 140

members of staff based at Parc Myrddin of

which 134 undertook the required training to

use the e-vehicles.

Staff utilisation rates have been competitive

when compared with the diesel car pool

vehicles, in some part due to the expectation

that an e-vehicle should be selected unless

unavailable or impractical. The five diesel

cars have utilisation rates between 89% and

93% when available (with the sixth diesel, a

van, at 83% – this lower level befitting it being

a more heavy duty vehicle not being suitable

for many trips). The two Mitsubishi e-vehicles

are both at 77% utilisation, while the electric

Peugeots sit at 80% and 85%. As such, the

e-mobility component of the car pool only lag

behind the diesels by a small amount, some

of which will be accounted for by the time-lag

for some staff to have been trained to use

them. As such, the average utilisation has

risen markedly over time up from an initial

figure of 63%.

The four e-vehicles have, between them,

been used for a total of 35.800 miles and are

the most used cars in the 1-20 miles distance.

The Council suggest that every mile driven in

an e-vehicle saves more than half the price in

fuel costs and produces almost half as many

CO2 emissions as the diesel alternatives. This

means the Council are happy that the scheme

is meeting its initial aims. Staff are using e-

vehicles in a largely non-urban location thus

highlighting that e-mobility can work beyond

the big city.

Brecon Beacons National Park

The Brecon Beacons National Park in Mid

Wales was established in 1957 as one of the

three Welsh parks. It covers 519miles2 of

largely bare, grassy moorland with moun-

tains, valleys and forests spread across its

area. In 2013, the park achieved the status

of International Dark Sky Reserve due to its

remoteness and lack of development. As this

is such a scenic area, those who live and

work within the Park are keen to maintain its

natural beauty and, to as large a degree as

possible, preserve the local rural environment

– after all, this is what attracts people there

in the first place. The urge for conservation

is challenged by the popularity of the park

as a tourist destination and outdoor sports

location and, in particular, by the road traffic

this brings to the area. Visitors who come in

the National Park represent 50,000 tonnes per

year of fossil CO2 and, even if they come for

walking or cycling, they usually drive around

50 miles a day.

In order to meet this challenge, a not-for-

profit company called the Eco Travel Network

developed a novel idea to market the park as

a sustainable tourism destination. To reduce

environmental impact, this not-for-profit

company introduced a service for renting e-

vehicles to visitors. In 2012, this network of lo-

cal businesses purchased six e-quadricycles.

White Book

24 ·

The Eco Travel Network fleet is composed

of Renault Twizys located at various busi-

nesses and attractions throughout the Brecon

Beacons. The Twizy is very different to what

most people normally drive and has, accord-

ing to those behind the scheme, an exciting

element of ‘not-car-ness’. Those who come

in the park are typically on holiday, which

means may be more willing to try something

unconventional such as an e-vehicle. Driving

here becomes something quite different to

their ordinary routines. As they do not look

like cars, visitors do not have the same ex-

pectations as they could have if they drive

cars, in terms or speed, comfort and range.

This is most beneficial to e-vehicles, which

will sometimes be negatively compared to

internal combustion engine vehicles. Finally,

such vehicles supposed to be fun. These

lightweight, nippy vehicles fit the bill in that

regard thus providing a positive experience

of e-mobility.

To finance the vehicles, the Eco Travel Net-

work obtained a £25k Start up Grant from the

Brecon Beacons National Park Sustainable

Development Fund and used sponsorship

from a local Renault dealership. This money

was used to cover set up costs and subsidise

first set of vehicles. All subsequent costs

are covered by members. These members

are largely local accommodation providers

such as B&Bs, self-catering cottages and

campsites. The Eco Travel Network has also

established an infrastructure totalling some

40 charge points attached to members’ busi-

ness location. In contrast to networks of inde-

pendent charging points as might be found

in urban locations, then, local companies

such as hotels, cafes and restaurants have

agreed to allow the Twizys to be charged at

their premises. This means the visitors may

well stop for a meal or visit the attraction, in

turn benefiting the business involved and

drawing drivers into the community. The

electricity consumption of these Twizys is

low enough to allow them to be charged with

local renewable energy provided by domestic

or community solar panels, wind turbines

or micro-hydro plant thus heightening the

sustainability credentials of the group.

A related scheme run by some of the same

individuals as are involved in the Eco Travel

Network is a pioneering rural car club insti-

gated by Talybont-on-Usk Energy. The club

recently celebrated their fourth birthday.

Nestled away in the Brecon Beacons na-

tional park, this small village of fewer than

300 households was the first of several co-

operative car sharing schemes to develop in

the Welsh countryside in recent years (they

provided advice to those that followed in their

path). The group, who have been working

since 2006 in local sustainability projects

such as hydro-electricity generation, cal-

culated that personal transport accounted

for 40% of their carbon footprint. Because

of the isolated location of the village and

the distances that must be travelled to do

most anything, they identified nearly every

household owning a car (and many running

two or more).

It is generally assumed that car sharing

services need operate in urban areas, where

it compliments other forms of transit and

there is generally less attachment to specific

transport modes. However, with help from the

community hydro-electric scheme, Talybont-

on-Usk Energy instituted a scheme in their

rural locale purchasing two vehicles. Both

have been given names in order to give them

a sense of personality and identify them as

important member of the community. One is

an electric van, named Huelwen – sunshine,

in English, so called because it is recharged

White Book

· 25

using solar energy from the local community

hall. The other is car called Mr Chips, whose

name derives from the fact that she runs on

recycled vegetable oil collected from local

cafes and pubs.

At present, there are 15 households taking

part. Rates of hire are set to ensure that the

vehicles cover their running costs (insurance,

maintenance, fuel and electricity) while, at the

same time, remaining roughly comparable

with running a privately owned car for the

same journey (without the additional risks and

responsibilities entailed). Competitive pricing

is crucial here because the car clubs allows

local people to have access to cars even if

they cannot afford to buy and maintain one

themselves. Even more significant, this car

club using an e-car provides ordinary people

with access to a form of sustainable mobility

typically considered prohibitively expensive

on the private market.

The vehicles, then, are not simply socially

sustainable in that they allow local residents

affordable access to amenities and services

but they are also environmentally sustain-

able – they entail a move away from harmful

internal combustion engines with their toxic

emissions and depletion of fossil fuel re-

White Book

sources. This is a double shift to sustainability

and provides an exciting model that could be

adopted in other rural communities – allowing

access to transport for all and promoting a

more ecologically sound approach to mobility.

The example of the Brecon Beacons National

Park highlights that approaches to sustain-

ability often emerge from ordinary people.

This is a grassroots project, not promoted

by the state or industry; it shows the power of

local residents working together. Individuals

from within a rural community have decided

e-mobility will work for their local needs

and, more so, that it would actually offer an

improvement on the existing car regime. They

have made a conscious choice to attempt to

draw e-vehicles into the life of the national

park showing that e-mobility is an option in

this most rural of locales.

Besides the examples presented here, there

are a number of other examples thought

Wales that have seen the adoption of the EV

as a solution for rural mobility. In this respect

Wales can be seen a one of the pioneers in

the development of rural e-mobility.

Summary

Fundamentally, urban areas have a greater

degree of infrastructure to allow residents to

go about their daily lives free from the car.

Pavements, cycle paths and public transport

all mean that sustainable alternatives to the

internal combustion engine car are generally

viable. As such, it seems strange that such

a concerted effort is being made to promote

e-vehicles as a sustainable urban mobility.

Cars are not necessarily needed, so the en-

vironmental argument for introducing them is

weak. On the other hand, rural and sub-urban

areas may offer a niche in which e-mobility

could flourish as a sustainable means to ad-

dress a genuine demand for mobility.

In addressing the topic of sustainable trans-

port, we must pay more attention to the needs

of those outside the city while those seeking

to promote e-vehicles would do well to learn

about rural dwellers and make an effort at

dispelling preconceptions that e-mobility

does not fit. This is what we have done in

ENEVATE2.0 and we will provide more evi-

dence for the viability of rural e-vehicles in

due course.

26 · Partner Overview

Regionalmanagement

Nordhessen GmbH

The european partners

Future Transport

Systems Ltd.

(FTS)

Cardiff University

European Automotive

Strategy Network

(EASN) AutomotiveNL

Bayern Innovativ

GmbH

Campus Automobile

Spa Francorchamps

Kempten University

of Applied Sciences

· 27

Steenovenweg 1 5708 HN Helmond (Netherlands)

www.AutomotiveNL.com

Company foundation: 2011 Number of employees: 10

Cluster organisation for the Dutch automotive industry

AutomotiveNL focuses on Smart & Green Mobility, Materials and Manufacturing

Company Description

AutomotiveNL is the cluster organisa-tion for the Dutch automotive sector, promoting collaborative innovation, knowledge transfer, validation and facility sharing. AutomotiveNL stimu-lates collaboration between industry, knowledge institutes and research.

Why joined the project?

The project itself is a continuation of the ENEVATE initiative to define projects on commercially viable car sharing in the Dutch Province Brabant. In 2014, the main goal is to improve the existing business cases of the different projects and create new projects and business cases, creating implementation plans and create a stable and effective afterlife. This all guided by the local institutes and companies, sup-ported by the ENEVATE team.

Contact

Godfried Puts Senior Advisor Smart & Green Mobility / Project leader ENEVATE Phone: +31 492-562538 Mobile: +316 53253095

E-Mail: g.puts@automotiveNL.com

AutomotiveNL Regionalmanagement

Nordhessen GmbH

Ständeplatz 13 34117 Kassel (Germany)

www.regionnordhessen.de

Company foundation: 2002 Number of employees: 40

Cluster and Cooperation Management

Knowledge and Innovation Management

Project and Event Management

Company Description

Since 2002 the Regionalmanagement Nordhessen (RMN) is responsible for the cluster management in the region of Nor-dhessen, covering about 1/3 of the Ger-man State of Hessen. Besides the Clus-ters “Health/Tourism” and “Renewable Energies” the company focuses on the Cluster “Mobility” covering the branches Automotive, Logistics, Rail Technology, Public transport, Mobility Management and E-Mobility.

Why joined the project?

The Regionalmanagement joined the pro-ject to share and gain experience in the field of e-mobility on transnational level, to represent the region and the regional partners and to contribute to achieving the objectives of the project.

Contact

Manuel Krieg Project Manager Mobility

Phone: +49 561-9706228 Mobile: +49 179 46 94 878

E-Mail: krieg@regionnordhessen.de

Partner Description

Kempten University of

Applied Sciences

Bahnhofstraße 61 87435 Kempten (Germany)

www.hs-kempten.de

Number of scientists: 60

Acquisition and analysis of e-vehicle data in a database

Power consumption models of several vehicle types to predict the energy demand

Development of an intelligent driver assistant system including the optimiz- ing of the planned driving route

Company Description

The University of Applied Sciences Kempten is a platform for customers and partners in common public government-funded projects and contract research. Due to the regional, national and European partners, the university is a nationwide re-search facility in e.g. e-mobility.

Why joined the project?

The University of Applied Scienecs Kempten joined the project to share and gain experiences in the field of electro-mobility in rural areas. With the participa-tion in the project, the university extends its research field with information regard-ing the next generation, their mobility and communication habits.

Contact

Charlotte Wallin Marketing and PR Manager

Phone: +49 831-2523 381

E-Mail: charlotte.wallin@hs-kempten.de

28 ·

Queens Buildings, The Parade CF24 3AA Cardiff (UK)

www.cardiff.ac.uk

Company foundation: 1883 Number of employees: Over 28,000 students and circa 6,000 staff

E-mobility energy management

Vehicle structures and materials

E-mobility impact assessment

Company Description

The University has the expertise and resources to make a significant contribu-tion to a research in the field of electric vehicles. Areas covered include energy management (infrastructure and vehicle); structures and materials (lightweight struc-tures and smart materials); and impact as-sessment (safety, social and environment).

Why joined the project?

The benefit to the university was the bring-ing together of a multidisciplinary team to maximise the benefits of shared informa-tion, influence the complex issues related to e-mobility concepts and to bridge the gaps in understanding the various ele-ments in the nascent EV value chain.

Contact

Dr. Huw Davies Lecturer

Phone: +44 29-20870498

E-Mail: davieshc@cf.ac.uk

Cardiff UniversityFuture Transport

Systems Ltd.

Milburn House, Dean Street, NE1 1LE Newcastle upon Tyne (UK)

www.futuretransportsystems.co.uk

Company foundation: 2009

Number of employees: 4

Developing and managing low carbon transport (lct) technology projects

Low carbon/emission transport related strategic consultancy

Linking lct with energy and deve- loping strategies and projects in the context of low carbon economy

Company Description

FTS was established as a specialist con-sultancy offering the very best technical, project management, research and con-sultancy skills to deliver complex projects. Our motivation lies in having happy clients, solving complex problems and progress-ing the low carbon/environmental agenda.

Why joined the project?

FTS joined the project with two objectives, first to enable us to research a broader range of projects across Europe thereby expanding our knowledge and expertise and second to share what we have learned.

Contact

Matthew Lumsden Managing Director

Phone: +44 191-2431621 Mobile: +44 7909-681334

matthew.lumsden@futuretransportsystems.co.uk

75 Harborne Road B15 3DH Birmingham (UK)

www.easn.eu

Company foundation: 2009

Networking for sustainable mobility solutions and SME competitiveness

Identifying opportunities for collaboration, enabling co-operation in joint projects

Facilitate EU project development and funding applications

Company Description

EASN is a pan-European platform for automotive regions and clusters. EASN aims to improve the competitiveness and sustainability of the sector, by means of a) encouraging collaboration and exploita-tion of potential synergies within EU auto-motive Supply Chains and b) supporting EU policy making and development of support instruments.

Why joined the project?

EASN initiated the ENEVATE project in 2009 and brought together a group of clusters, regions and institutes, with the common goal to accelerate the implemen-tation of e-mobility, and to strengthen the innovativeness for EV technology.

Contact

Harm Weken Board Member

Phone: +31 492-562480 Mobile: +31 6-53553429

E-Mail: harmweken@fier.net

European Automotive

Strategy Network

Partner Description

· 29

Campus Automobile

Spa Francorchamps

Publisher:

Regionalmanagement Nordhessen GmbH

Ständeplatz 13, 34117 Kassel, Germany

Tel.: +49 561-97062-27

Fax: +49 561-97062-22

E-Mail: info@regionnordhessen.de

Internet: www.regionnordhessen.de

Editorial Responsibility:

Manuel Krieg

Regionalmanagement Nordhessen GmbH

Content: Responsible authors as

announced in the articles.

Editorial Board:

Eva Braun-Lüdicke

Regionalmanagement Nordhessen GmbH

Editorial Design:

Eugen Janot

Regionalmanagement Nordhessen GmbH

Picture Reference:

AutomotiveNL, Bayern Innovativ GmbH,

Cardiff University, European Automotive

Strategy Network, Kempten University of

Applied Sciences, Regionalmanagement

Nordhessen GmbH

© Pixabay.com

Partner Description

Route du Circuit 60 4970 Francorchamps (Belgium)

www.campus-francorchamps.be

Company foundation: 2004 Number of employees: 17.4 FTE in 2013

Training centre for mechanics in the automotive industry, motor sports and new technologies

Important actor in the Walloon auto- motive industry (cluster initiatives)

Company Description

Campus provides trainings for several target groups such as engineers, technicians or young professionals. It is also a modern technological platform that serves as a re-source centre for the region and its industrial, technological and educational partners.

Why joined the project?

The Automotive Campus joined the project to provide its experience in training activities in EV domains. In the ENEVATE2.0 phase of the project, the Automotive Campus will give its lessons learned in the building pro-cess and implementation of an innovative di-dactic (test) environment for smart-grid solu-tions with bidirectional EV charging points technology. These innovative technology, as a new business model for EV especially in rural area, will give another usage of the EV, not only as a transport system but also as an integrated smart energy management using the battery of the car as a storage system.

Contact

Cendrine Marchal Head Of The Projects Department

Phone: +32 87-213094 Mobile: +32 496-995901

cendrine.marchal@campus-francorchamps.be

Gewerbemuseumsplatz 2 90403 Nuremberg (Germany)

www.bayern-innovativ.de

Company foundation: 1995 Number of employees: 120

Cooperations for tomorrow’s innovations: on a regional, national and international level

Communication and Knowledge Transfer

Management of Networks and Clusters

Company Description

Bayern Innovativ is one of the major hubs for innovation and cooperation. The mis-sion is to promote innovation and know- ledge transfer for industry and science in Bavaria. Organising congresses, exhibi-tions as well as project oriented network, it has succeeded in setting up internation-ally oriented networks in ten technologies and branches. It is managing the Bavarian clusters for Automotive, Energy Technol-ogy and New Materials.

Why joined the project?

Bayern Innovativ joined the project to establish contacts and cooperations with other automotive regions in North-West Europe with bavarian stakeholders and to link e-mobility related activities to Bavarian clusters and networks.

Contact

Holger Czuday Project Manager

Phone: +49 911-20671212

E-Mail: czuday@bayern-innovativ.de

Bayern Innovativ GmbH

E-cars are integrated in the ADAC trainings

High interest at test drives with the FREE Project car during the 'Kassel event'

... and in Kassel'Expert discussions' in Kempten...

ENEVATE presentations are always of high interest

Harm Weken presents updates on EASN-ENEVATE projects in Kassel

EASN and AutomotiveNL support e-car sharing projects in The Netherlands

Project pedelecs are used to visit the world cultural heritage in Kassel

ENEVATEIMPRESSIONS

An uncommon surrounding for e-vehicles. Safaris are normally done by ICEs

ENEVATE presentations are always of high interest

Zoo safaris as a business case for e-mobility in The Netherlands

To reach a large part of the target group, Kempten University collaborates with the local ADACPresentation at the ENEVATE event in Kempten

'Expert discussions' in Kassel

Dr. Huw Davies shares his knowledge with regional stakeholders from Nordhessen

One focus of the ENEVATE project: Business models for charging infrastructure

A perfect combination: The impressive Bavarian nature and e-mobility