interregional policy learning sourcebook of good …

INTERREGIONAL POLICY LEARNING

SOURCEBOOK OF GOOD PRACTICES

Jordi Broos

Lieselot Vanhaverbeke

Brussels, 5. 08. 2019

1

Preface

<text to be added for final version>

2

Table of Content

1. Introduction ......................................................................................................................... 4

2. The Interreg framework and e-MOPOLI project ................................................................ 6

2.1 Interreg ......................................................................................................................... 6

2.2 e-MOPOLI ................................................................................................................... 6

3. Literature Review ................................................................................................................ 9

3.1 Policy instruments ....................................................................................................... 9

3.2 Transferability of policy ............................................................................................ 10

Identifying measures with potential for transfer ................................................ 11

Packaging and dimensioning the measures for transferring ............................... 14

4. Methodology ..................................................................................................................... 16

4.1 Data ............................................................................................................................ 16

4.2 Selection and analysis ................................................................................................ 17

Selection of Good Practices ............................................................................... 18

Transferability of Good Practices ...................................................................... 18

5. Overview of Good Practices ............................................................................................. 20

5.1 Charging and tolling policies favouring e-vehicles ................................................... 20

5.2 Development of charging infrastructure .................................................................... 30

5.3 Integration of charging infrastructure and charging hubs in spatial planning ........... 40

5.4 Support to the deployment, purchase of alternative fuel vehicles in public transport

by financial incentives and setting up regional financial support schemes .......................... 50

5.5 Promotion of electromobility in niche market fleets ................................................. 56

5.6 Promotion of new measures favouring public-private partnership in e-mobility sector

................................................................................................................................... 61

5.7 Other themes .............................................................................................................. 71

Communication & awareness ............................................................................. 71

Research, training and education........................................................................ 74

Other ................................................................................................................... 85

6. Analysis ............................................................................................................................. 86

6.1 Suitability of policy measures in a regional context .................................................. 86

Group 1: Rogaland ............................................................................................. 86

Group 2: Brescia and Flanders ........................................................................... 87

Group 3: Attica and Bucaresti ............................................................................ 89

Group 4: Calabria, Gorenjska, Kainuu and Zemgale ......................................... 90

6.2 Overview Performance Indicators Good Practices .................................................... 93

3

7. Conclusion ........................................................................................................................ 97

8. References ......................................................................................................................... 99

Appendix A – Interreg template ............................................................................................. 101

Appendix B – e-MOPOLI survey for Good Practices ........................................................... 103

Appendix C – How to interpret and use the Sourcebook of Good Practices ? ...................... 113

4

1. Introduction

Europe is facing a huge challenge shifting towards a low-carbon economy and trying to reduce

CO2 emissions in the transport sector. Electric vehicles and other alternative fuel vehicles are

promising alternatives that could help support these goals, as well as reducing air and noise

pollution in cities and improving energy independence. Adoption of electric- and alternative

fuel vehicles however, is especially challenging because benefits of these technologies are

difficult to observe by individuals, though the technical limitations are not (Davies, Santos,

Faye, Kroon, & Weken, 2016).

To reduce these limitations government action is recommended. Several types of policy

instruments promoting e-mobility have been distinguished in the literature and a framework for

transferability has been identified. One of the most important drivers in a successful

transferability process is related to the replicability of its regional context. It has thus been

important to map out the regional context to these Good Practices to provide some crucial

insights (Macário & Marques, 2008). Another important factor to keep in mind when

transferring policy measures is the reinforcing effect of certain types of policy measures on the

impact of others. Policy makers are thus challenged to strategically package measures to

maximize the potential impact (Macário & Marques, 2008).

To allow knowledge exchange throughout the participating regions, local Good Practices were

collected and evaluated. 40 Good Practices were then selected and analysed. Crucial for

analysing the Good Practices was the creation of the ‘Regional Context Analysis’ in an earlier

stage of the project, this provided insights in determinants for market uptake as well as regional

indicators. Current stage -the sourcebook- provides regions with extra insights on the sensitivity

of policy measures to local context indicators, allowing them to be analysed in terms of

suitability for certain types of policy measures. After analysing the transferability of policy

measures to each of the regions, an overview of performance indicators on ease of

implementation, impact and cost-benefit ratio will be given, permitting regions to select their

practices of choice.

This paper is organized in 8 chapters. Chapter 2 provides an overview of the Interreg framework

and project description. Chapter 3 contains a literature review, providing information on the

different types of policy instruments promoting e-mobility and deeper insights in the

transferability of policy instruments. An overview of sensitivity of policy measures to the local

environment, as well as the enhancing effect of policy instruments on one another, is provided

5

and scientifically underpinned. Chapter 4 describes the methodology used to collect the regional

Good Practices, select the 40 best practices and analyse them to allow a conclusion for

transferability. Chapter 5 contains an overview of the 40 selected Good Practices, followed by

chapter 6 providing the promised analysis of transferability and performance. A final chapter

to conclude this paper is found in chapter 7, followed by the list of references in chapter 8.

Attached to the document, Appendix A contains the Interreg template for good practices,

Appendix B the survey that was in this research to collect the good practices and finally,

Appendix C a manual on how to use and interpret the sourcebook.

6

2. The Interreg framework and e-MOPOLI project

To situate this paper with respect to the project for which it is a deliverable, first the framework

of Interreg is described and next the project itself is presented.

2.1 Interreg

Interreg Europe is a European programme funded by the European Reginal Development Fund

to stimulate corporation between regional and local authorities across Europe. To achieve this

goal, Interreg financially supports interregional projects executed in collaboration with other

policy organizations based in Europe. Regions commit to work together for three to five years

on a common interest and produce an action plan, set up a stakeholder group and participate in

the Interreg Europe Policy Learning Platform (https://www.interregeurope.eu/policylearning/).

Afterwards, progress of the implementation of the action plan is monitored.

In order to make best use of the limited financial recourses -funded by the European Regional

Development Fund- available, four topics were selected:

• Research and innovation

• Small and Medium-sized Enterprises competitiveness

• Environment & resource efficiency

• Low-carbon economy

Since 2014, four project calls have been held, accumulating 876 project applications. In 2018,

258 were selected (“Interreg Europe,” n.d.).

Figure 1: Interreg, fact and figures, approved projects 2018 (“Interreg Europe,” n.d.).

2.2 e-MOPOLI

As written in the project proposal, several Structural Fund programmes include specific

priorities on innovative mobility patterns and transport systems based on lower or zero CO2

emissions. Alternative fuels and e-mobility represent an excellent opportunity to reduce the

https://www.interregeurope.eu/policylearning/

7

carbon footprint of economic activities in urban and extra-urban areas. e-MOPOLI aims to

contribute to an efficient diffusion of e-mobility and alternative fuels mobility with

improvement of 9 regional policy instruments, namely in Italy (2 regions), Slovenia, Greece,

Belgium, Finland, Norway, Romania and Latvia; 6 of which directly linked to Structural Funds.

Figure 2: First partner meeting in Brescia with the e-MOPOLI team

There are 9 project partners: Province of Brescia, Calabria Region, Regional Development

Agency of Gorenjska, Region of Attica, Flemish government Department Environment,

Regional Council of Kainuu, Rogaland County Council, Bucharest-Ilfov Regional

Development Agency and Zemgale Planning Region.

These project partners commit to concentrate on several main working areas:

• charging and tolling policies in favour of e-vehicles;

• development of charging infrastructure powered by alternative sources;

• integration of charging infrastructure and charging hubs in spatial planning, deployment

and purchase of alternative fuel vehicles in public transport;

• promotion of e-mobility in niche market fleets.

The policy instruments selected by the 9 partners will be improved mainly through new projects

and enhanced governance. The regional and interregional learning process will actively involve

the project partners, their institutions and their stakeholders groups. The project, in order to

effectively reach its goal, will be soundly structured on following steps:

• e-MOPOLI methodology;

• partners’ local and regional territorial context analysis;

8

• Good Practices selected for exchange of experience and transfer of lesson learnt;

• 9 regional action plans;

• monitoring of 9 Action Plans through e-MOPOLI webtool;

• e-MOPOLI recommendations on business, governance and RIS3 level for regional and

local authorities.

Besides reaching e-MOPOLI outputs and results, the partnership will transfer them to a wider

audience, through carefully planned communication activities, which will include regional and

interregional events such as conferences, workshops, dissemination events, a policy learning

platform and programme events.

9

3. Literature Review

Electric vehicles and other alternative fuel vehicles are promising alternatives to reduce CO2

emissions in the transport sector, as well as reduce air and noise pollution in cities and improve

energy independence. Adoption of electric- and alternative fuel vehicles, however, is especially

challenging because benefits of these technologies are difficult to observe by individuals,

though the technical limitations are not (Davies et al., 2016). Governmental action is required

to provide the necessary incentives to diminish the encountered limitations.

Following section provides a brief summary of the different types of policy measures that

governments can take to promote the use of alternative fuel vehicles. Next, a framework for

transferability of policy instruments will be described, accompanied with a sensitivity analysis

of policy measures to a local context and an analysis on how these policy instruments could

enhance each other’s impact if joint together.

3.1 Policy instruments

Policy instruments promoting e-mobility can be applied on different policy levels: federal,

regional and local. Topics of these measures can be divided in four main groups: financial

incentives, laws and regulation, improving infrastructure and communication campaigns

(Vanhaverbeke & Van Sloten, 2018).

A popular measure among policy instruments is financial incentives. Financial incentives come

in a variety of forms that can be grouped as purchase-related measures and usage-related

measures. Purchase-related measures include tax exemptions (removal of import tax,

exemption or reduction of registration tax, exemption of VAT, reduction of road tax, etc.) and

purchase subsidies. Measures related to usage of electric vehicles include free parking,

exemption or price reduction on toll roads, free charging, etc. (Vanhaverbeke & Van Sloten,

2018). Sierzchula, Bakker, Maat, and Van Wee (2014) found financial incentives to be slightly

significant in affecting adoption rates.

Law and regulation measures, often referred to as ‘non-financial incentives’, include licence

plate policies, transparency in pricing of charging, interoperability of payment cards and

standardisation of charging infrastructure, high occupancy lanes, low emission zones, free

parking, etc. Literature provides mixed findings concerning the effectiveness of these measures

trying to make attractive driving more attractive (Coffman, Bernstein, & Wee, 2017)

10

A third group of measures include measures improving charging infrastructure. The market of

charging infrastructure is currently stuck in a ‘chicken and egg’ paradox between suppliers and

customers. Suppliers are unwilling to provide more chargers, since there are insufficient clients.

Customers on the others hand talk about a lack of charging infrastructure. Governments should

take action to break this vicious cycle. The installation of publicly available chargers has also

been found as a significant measure to predict adoption (Mersky, Sprei, Samaras, & Qian,

2016), as well as a necessity to improve operability of drivers and thus enhance the impact of

other policy instruments. However, literature stresses the urgency to set a standard for charging

plugs to allow international interoperability (Bakker & Trip, 2013).

Finally, a last category of measures consists of communication campaigns to create awareness.

Literature expresses that consumers are often misinformed regarding technological

specifications, governmental policies and pricing of vehicles, affecting purchase intention

(Coffman et al., 2017). Zhang, Yu, and Zou (2011) found that most consumers have limited

acquaintance with electric vehicles. They are aware of the environmental benefits, but don’t

know much about performance, maintenance cost or charging intervals. Krause, Carley, Lane,

and Graham (2013) found in their research that almost two-third of their respondents failed to

answer basic factual questions with regards to the basic cost and operating features and almost

95% of the respondents are unaware of state and local incentives that are available. Educating

them may translate into an increase of sales levels (Krause et al., 2013).

3.2 Transferability of policy

Dolowitz and Marsh (2000) define policy transfer as:

“a process in which knowledge about policies, administrative arrangements, institutions and

ideas in one political setting (past or present) is used in the development of policies,

administrative arrangements, institutions and ideas in another political setting.” (Dolowitz

& Marsh, 2000)

Transferability is about how a policy instrument may fit within the regional context of the

receptor. Therefore an analysis of the regional situation of the targeted region is required before

policy measures addressing the identified problems can be selected. Macário and Marques

(2008) propose a logical framework of 10 steps for the transferability process:

STEP 1 Diagnostic of the problems

STEP 2 Characterisation of the region

STEP 3 Analysis of the region context and implications of problems identified

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STEP 4 Look Around for similar contexts

STEP 5 Selecting examples of source regional contexts

STEP 6 Identify measures with potential for transferring

STEP 7 Packaging and dimensioning the measures for transferring

STEP 8 Ex-ante assessment of measures to transfer

STEP 9 Identify need for adjustment

STEP10 Implement measures and steer results.

During the transferability process, the first two steps include an analysis of objectives and

regional characteristics in the region of origin. Based on the information gathered in the first

two steps, a profile of the different regions is formed in step 3, enabling different regions that

share similarities to be clustered in step 4. Next, in step 5 and 6, measures proven to be

successful are identified and selected when they appear to be transferable. To be transferable,

measures should be operational viable in terms of cost-effectiveness and regional acceptance.

Step 7 highlights the relationship between policy instruments and stresses the importance of

strategically combining measures, so that impact is enhanced. In step 8, the expected goals of

the transferred measure in the receiving region are identified. Finally, in step 9 adjustments to

the policy instruments are made to make the instrument more compatible and in step 10 the

measure is implemented (Macário & Marques, 2008).

Identifying measures with potential for transfer

As suggested in previous section, to identify measures with potential for transfer, one of the

most important drivers seems to be related to the replicability of its regional context (Macário

& Marques, 2008). Also Davies, Santos, Faye, Kroon, and Weken (2016) discuss in their work

the linkage between the success of a policy instrument and the regional market framework and

policy environment. In this project as well, it has thus been important to map out the regional

context of the receiving regions to provide some crucial insights on transferability of the

selected Good Practices.

A theoretical overview of sensitivity of the project’s selected themes of Good Practices to the

investigated regional context indicators will be provided next. Context indicators were selected

in the associated Regional Context Analysis based on their relationship to adoption. This section

focuses on the relationship between context indicators and policy measures specific and should

be interpreted as regional context factors providing a positive (➕) or negative (➖) effect on the

impact or effectiveness of a certain type of policy measure. The project’s selected themes of

Good Practices are: charging and tolling policies, development of charging infrastructure,

12

integration of charging infrastructure in spatial planning, support to the deployment and

purchase of alternative fuel vehicles in public transport, promotion of electromobility in niche

markets fleets, measures favouring public-private partnership, promotion and awareness

campaigns and research, training and education policies (See section 4.1 ‘Data for a list of the

selected topics of policy measures’). Table 1 summarizes these findings, indicating only the

significant influences.

Charging and tolling policies are largely affected by the natural and geographical characteristics

of the region, providing potential tolling opportunities (e.g. bridges, tunnels, roads, etc.).

Keeping this in mind it can be assumed that larger regions and regions with a larger population

have more opportunities for charging and tolling policies. Cash flows as a result of the

introduction of this policy instrument can be employed to finance costs linked to practice.

Acceptance and success of the practice depends on the economic situation of the population

and the number of vehicles and electric vehicles that are making use of the measure.

The installation of charging infrastructure is a relevant policy instrument in larger regions,

allowing long distance travel (Broadbent, Metternicht, & Drozdzewski, 2019). It is also relevant

in regions with a higher population density, where home charging might be difficult. Investment

in charging infrastructure is relatively costly and will be easier to handle in regions with a higher

Gross Regional Product (Schroeder & Traber, 2012). The number of cars in the region, and the

number of cars per household could be a good indication for potential transition if there is more

charging infrastructure available (Liao, Molin, & van Wee, 2017). Current availability of

charging infrastructure -critical mass should be reached to create awareness-, as well as the

number of chargers relative to the number of electric cars, might indicate whether or not more

chargers are appropriate (Sierzchula et al., 2014)

Spatial planning is relevant for larger regions where charging infrastructure should be

strategically placed throughout the region, to allow long distance travel. Regions where

resources are scarce also better strategically place their limited amount of chargers (Kuby et al.,

2009). When focussing on integrating charging infrastructure in spatial planning it is important

to keep the current availability and positions of chargers in mind, making it more important to

focus on a strategical planning when numbers are rising.

Deploying alternative fuel vehicles in public transport can be harder in regions where there’s a

higher need for long distance travel, since they might be facing there range limitations.

Especially in regions where there’s a lower population or population density financial

operability of public transport might be challenging. On the other hand, replacing public

13

transport by silent, low emission vehicles, will have a great impact on air quality and noise

pollution in congested and urban environments (Transport and Environment, 2016). Public

transport policies will be more popular in regions where there’s a higher environmental

awareness. The transition of public transport to alternative fuel vehicles will be dependent on a

considerable investment (Mahmoud, Garnett, Ferguson, & Kanaroglou, 2016). The number of

vehicles in the region might suggest the occurrence of traffic congestion and form an indication

for opportunities for public transport.

E-mobility in niche market fleets (e.g. taxi’s, mail delivery, garbage trucks, etc.) will be harder

to realise in regions where larger distances are faced. Certain forms of niche markets such as

electric bicycles and scooters will only be suitable in an urban context, where population and

population density is high enough to guarantee sufficient use to allow return on investment. To

enable the deployment of electric vehicles in niche market fleets, an acceptable availability of

infrastructure (charging infrastructure) should be present (Cai, Jia, Chiu, Hu, & Xu, 2014). The

transition to electric vehicles demands a considerable upfront investment.

To promote public-private partnerships -a collaboration between government agency and

private-sector company- in the e-mobility sector there is a need for adequate budget to finance

these projects. Measures favouring public-private partnerships potentially have a greater chance

of success when there’s a higher environmental awareness within the population leading to the

support of the private sector. Availability of sufficient charging infrastructure might limit the

boundaries associated with the use of these new technologies (Mersky et al., 2016)

Promotion campaigns to create awareness are more cost-effective when more people are

reached, therefore a larger population and in some cases a higher population density will be

beneficial for the effectiveness of the campaign. Promotion campaigns, promoting e-mobility,

tend to be more effective on already environmentally concerned citizens. The number of

vehicles and vehicles per household are again a good indication for potential transition to low

emission cars (Bakker & Trip, 2013). On the other hand, the number of electric vehicles indicate

the level people already convinced. When a certain level of market penetration is reached, these

cars will create enough awareness on their own, deliberating people from range anxiety.

Obviously, for the promotion campaign to succeed, a necessary amount of charging

infrastructure should already be in place.

Research, training and education programs have a higher impact in regions where there’s a

higher population, as to more easily reach a critical mass of people who are interested in the

14

training, on the one side, and electric vehicles and chargers to work with, on the other side. To

stimulate these incentives the region will depend on a budget.

Table 1: Overview influence on policy instruments from regional indicators

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l BEV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V

Charging & tolling ➕ ➕ ➕ ➕ ➕

Charging infrastructure ➕ ➕ ➕ ➕ ➕ ➕ ➖ ➖

Spatial planning ➕ ➕ ➕ ➕

Alternative fuel vehicles in public transport

➖ ➕ ➕ ➕ ➕ ➕

Niche markets & urban logistic

➖ ➕ ➕ ➕ ➕ ➕ ➕

Public-private partnership

➖ ➕ ➕ ➕ ➕

Other:

Promotion & awareness ➖ ➕ ➕ ➕ ➕ ➕ ➕ ➖ ➕

Research, training & education

➕ ➕ ➕

➕: positive effect on effectiveness ➖: negative effect on effectiveness blank: no significant effect

Packaging and dimensioning the measures for transferring

When analysing the transferability of policy instruments, one should also keep in mind the

impact of one policy instrument on another. Policy makers are challenged by creating an

optimal package of measures, enhancing the individual impact of each measure (Macário &

Marques, 2008).

Based on previous analysis (see section 3.2.1 ‘Identifying measures with potential for transfer’),

it is safe to say that every policy sensitive to the amount of available charging infrastructure

can be enhanced by installing more charging infrastructure. Installation of charging

infrastructure on the other hand can be more effective if properly placed. Misconceptions

around the use of charging infrastructure and electric vehicles can be removed by promotion

campaign or proper education, making policies focussing on infrastructure or the use of vehicles

more effective. Finally, charging and tolling policies will be more effective when there is more

available charging infrastructure to make use of this policy.

An overview of the enhancing relationships between policy measures is also given in table 2.

15

Table 2: Relationship between policy measures (own set-up based on literature review)

Is enhanced by measures:

Ch

argi

ng

& t

olli

ng

Ch

argi

ng

infr

astr

uct

ure

Spat

ial p

lan

nin

g

Alt

ern

ativ

e fu

el v

ehic

les

in

pu

blic

tra

nsp

ort

Nic

he

mar

kets

& u

rban

logi

stic

Pu

blic

-pri

vate

par

tne

rsh

ip

Oth

er:

Pro

mo

tio

n &

aw

are

nes

s

Res

earc

h, t

rain

ing

&

edu

cati

on

Imp

act

of

mea

sure

Charging & tolling ✔

Charging infrastructure ✔ ✔

Spatial planning Alternative fuel vehicles in public

transport ✔

Niche markets & urban logistic ✔ ✔

Public-private partnership ✔ ✔

Other:

Promotion & awareness ✔


✔: positive enhancing effect blank: no significant effect

16

4. Methodology

This sourcebook of Good Practices was compiled in two steps. The first step concerned

collecting input from the partner regions on regional Good Practices. Out of the collected

instruments, a total of 40 policy instruments were selected and presented in section 5.

Performance indicators of these instruments are presented and analysed in section 6.2. The

second step consisted of comparing the regional context of the partner regions with the

sensitivity of certain types of policy instruments to local context indicators. Data from the

regional context analysis was used to portray partners regional context. Results from the

transferability analysis are further elaborated in section 6.1 ‘Suitability of policy measures in a

regional context’.

4.1 Data

Between December 2018 and March 2019 a data collection on Good Practices in the e-MOPOLI

partner regions with regards to alternative fuel vehicle projects was held between the e-

MOPOLI partner regions. Based on the Interreg survey (see Appendix A – Interreg template),

partners were asked to fill in an online survey (see Appendix B – e-MOPOLI survey for Good

Practices) on initiatives they considered as a ‘Good Practice’. To allow a more practical

evaluation, some additional questions on the impact and performance estimations were added

to this survey.

“In the context of the Interreg Europe programme, a Good Practice is defined as an initiative

(e.g. methodologies, projects, processes, techniques, technologies, etc.) undertaken in one

of the programmes thematic priorities which has already proved successful and which has

the potential to be transferred to a different geographic area. Proved successful is where the

Good Practice has already provided tangible and measurable results in achieving a specific

objective.” (“Glossary | Interreg Europe,” n.d.)

Themes of the Good Practices have been predefined to provide some guidelines for the project

partners in their search for initiatives:

• Charging and tolling policies favouring e-vehicles

• Development of charging infrastructure

• Integration of charging infrastructure and charging hubs in spatial planning

• Support to the deployment, purchase of alternative fuel vehicles in public transport by

financial incentives and setting up regional financial support schemes (bus & ferry fleet)

• Promotion of electromobility in niche market fleets (i.e taxi and urban logistics)

17

• Promotion of new measures favouring public-private partnership (PPP) in e-mobility

sector

• Other themes related to e-mobility policy

A total of 54 Good Practices were submitted by the project partners (see Figure 2), spread

between the different topics (see figure 3). Good Practices were described as ‘Other theme’

were categorized as ‘Promotion and awareness’ and ‘Research, training & education’. Figure 4

and 5 show some additional information regarding the distribution of status and policy level of

the send in Good Practices.

Figure 3: Overview Good Practices per regio Figure 4: Overview Good Practices per theme

Figure 5: Overview Good Practices per status Figure 6: Overview Good Practices per Policy Level

4.2 Selection and analysis

The second phase of this research consisted of selecting 40 Good Practices out of the collected

input based on predetermined selection criteria. The selected practices are summarized in

section 5, which denotes information on the addressed problem, a short description of the

0

2

4

6

8

10

12

14

16Province of Brescia

Calabria Region

Regional DevelopmentAgency of GorenjskaRegion of Attica

Flemish governmentDepartment EnvironmentRegional Council of Kainuu

Rogaland County Council

Bucharest-Ilfov RegionalDevelopment AgencyZemgale Planning Region

13%

24%

9%8%

9%

9%

28%

Charging and tollingpolicies

Development ofcharging infrastructure

Spatial planning

Financial incentives andsupport

Niche market fleets

Public-privatepartnership

Other

7

43

4

0

5

10

15

20

25

30

35

40

45

50

Finished Ongoing Planned

12

7

25

6

0

5

10

15

20

25

30

Federal Regional level(with exclusive

e-mobilityauthority)

Regional level(with local e-

mobilityauthority)

Local

18

practice, key stakeholders, the allocated resources, the results and limitations of every selected

Good Practice. Next an analysis on transferability of certain types of policy measures based on

the actual regional context indicators from the associated Regional Context Analysis was

conducted and some extra performance indicators were added to allow regions to select their

preferred practices within the suitable themes.

Selection of Good Practices The selection of the Good Practices was accomplished by applying some predetermined

selection criteria:

1. Good Practice cannot be in planning’s phase

As stated in the definition of a Good Practice (see 4.1 Data), a Good Practice ‘has already

provided tangible and measurable results’. Initiatives still in planning phase are unable to

provide any information on measurable results, nor possible limitations and difficulties during

the implementation of the initiative.

2. Good Practices must be situated in one of the participating regions

To evaluate the transferability of Good Practices, Good Practices must be considered in their

regional context, as well as the receptors context (Macário & Marques, 2008). The e-MOPOLI

Regional Context Analysis provides context information for the partner regions, therefor only

Good Practices from these regions are considered.

3. Preferably the final set of selected Good Practices represents all the participating regions

and contains initiatives on all the predefined themes.

In section 4, the selection of the 40 Good Practices are described.

Transferability of Good Practices

To provide an indication for transferability of the selected Good Practices to other regions, the

regional context of project partners will be tested against the different themes of Good Practices

(see section 4.1 ‘Data’ for the different themes of policy measures). Section 3.2.1 ‘Identifying

measures with potential for transfer’, summarizes the theoretical influence, positive (➕) and

negative (➖), of regional indicators on specific types of policy instruments in table 1. Joint

with the regional information from the associated Regional Context Analysis, a sensitivity

analysis for suitability of types of policy measure can be conducted per region.

As in the Regional Context Analysis, the values of the selected indicators are colour labelled to

indicate the height of the value with respect to the other regions. A blue label indicates a value

19

lower than in the other participating regions, whilst a green label indicates a value higher than

the other regions.

Figure 7: Colour labels indicating height of regional indicators with respect to the other regions

To analyse transferability of certain types of policy instruments, it is assumed that a green value

combined with a ‘➕’ sign from the theoretical framework, would indicate better suitability for

this type of measure in the analysed region. Same goes for the combination of a blue value and

a ‘➖’ sign. Combination of a green value and a ‘➖’ sign or a blue value with a ‘➕’ sign, on

the other hand, indicates a negative effect on the suitability for a certain type of policy measure.

To conclude the analysis an additional overview of performance indicators, such as duration,

policy level, impact, ease of implementation and cost-benefit ratio, is given, allowing regions

to select their policy measure of preference among the suitable types of instruments.

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5. Overview of Good Practices

Following chapter will provide an overview of the 40 selected Good Practices out of the 59

entries, as discussed in the methodology (see section 4.2 ‘Selection of Good Practices’). Good

Practices are presented per theme of policy measure and ordered per region. Good Practices

that were submitted as ‘Other theme’ were divided in groups of ‘Communication & awareness’,

‘Training, research & education’ and ‘Other’ measures.

5.1 Charging and tolling policies favouring e-vehicles

01_Mobility in the urban area: regional incentives to purchase commercial vehicles

Brescia

Start 2018 End 31.112019 Duration 15 months

Lack of financial incentives for sustainable vehicles purchase

Short Description: Lombardy Region call for funding grant with a total budget of 6.000.000€

- D.G.R. XI / 499 of 2 August 2018 - for the purchase of new vehicles for commercial use

(vehicles type N1 and N2 in relation to vehicles weight (tons) and dimension) with low

environmental impacts and for scrapping old petrol vehicles (up to EURO 1) and diesel vehicle

(up to EURO 4). Type of vehicles admitted for receiving the contribution are: Full electric,

Hybrid (Full Hybrid o Hybrid Plug In), Methane (mono e bifuel) and GPL (mono e bifuel).

The following table explains the possible contribution in relation of type and weight of vehicle:

1 - 1,49 t (tons) 1,5 - 2,49 t 2,50 - 3,49 t 3,5 – 6,99 t 7 - 12 t

Full eletric € 6.000 € 7.000 € 8.000 € 9.000 € 10.000

Hybrid (Full Hybrid o

Hybrid Plug In)

Methane (mono e bifuel)

€ 4.000 €5.000 €6.000 € 7.000 € 8.000

GPL (mono e bifuel) € 4.000 €5.000 € 6.000 € 7.000 € 8.000

In November 2018, the Regional Authority (Lombardy Region) has extended the call for

funding to November 2019 increasing the total budget to 6.500.000€

Stakeholders: Commercial fleets owners

Relative advantage ★★★★★ Awareness ★★★★★

Ease of use Environmental ★★★★★

Vehicle performance Energy system

21

Allocated resources: 6.500.000 na (FTE)

Results: Lombardy Region will extend the contribution also to private electric cars (not only

commercial fleets)

Limitations: The incentives are only for the micro and small enterprises.

22

02_Mobility in urban areas: taxis

Brescia

Start 2018 End 2019 Duration 12 months

To incentivise the use of sustainable vehicles in taxi fleets

Short Description: Lombardy Region defines criteria for taxi tariffs calculation that all

Municipalities have to apply. Thanks to a Regional law (DGR X / 7451 of 28/11/2017) from

2018, Lombardy Region allows the taxi drivers eco-fleets (petrol/diesel EURO 6, electric, gas,

hybrid and methane) to increase their tariff. So an additional bonus is given to the quality of

the vehicle fleet.

Stakeholders: taxi fleets owners

Allocated resources: n/a n/a (FTE)

Results: A Lombardy Region research (June 2019) has shown that in the Airport area of the

Region, that cover the Province of Metropolitan city of Milan and the Province of Bergamo,

the 83% of taxi fleets are composed by eco-vehicles.

Limitations: High cost of electric vehicles are still a limitation for taxi drivers that prefer other

type of eco-vehicles, such as diesel EURO 6 and methane.

Relative advantage Awareness ★★★★★



23

03_MOVE IN GREEN

Brescia

Start 2016 End on going Duration

Lack of infarstructure and sustainable mobility options

Short Description: Ministerial call for funding for sustainable and home-school mobility by

the ministry of Environment for low emission collective mobility services and infrastructures.

The Province of Brescia, as lead partner, has planned with the partners the creation of cycle

paths, the installation of a network of charging stations and electric vehicles (bicycles and cars):

Connection of the existing cycle paths Installation of charging station for cars and electric bikes,

especially in railway stations Construction of parking for bicycles and e-bicycles Installation of

charging station for electric bikes purchase of electric cars. Total budget: about €1,500,000

Stakeholders: local authorithies

Allocated resources: 1.500.000 na (FTE)

Results: on going - Province of Brescia and its partners asked a project extension of one year

to the Ministry of Environment since, due to long administrative procedures, was not able to

start the implementation of the activities declared in the project phase. The request is under

approval and the project implementation should start in autumn 2019.

Limitations: delays due to administratives procedures. General limitations of the call for

funding: If the beneficiary does not realize the infrastructure and services (i.e. charging

infrastructures, cycle paths, e-car sharing services) following the planning declared in the

project phase, funding will be lost. A project extension (max. 12 months) is allowed after the

Ministry approval.


Ease of use ★★★★★ Environmental ★★★★★

Vehicle performance ★★★★★ Energy system

24

04_PRICE LIST of Chamber of Commerce implemented with costs for charging spost installation

Brescia

Start 2017 End 2018 Duration annually

There is a lack of reference for evaluating the costs for charging spost installation

Short Description: Regional Law (Law n.13, July 2003) for reducing sustainable mobility

costs: total and permanent exemption of the car tax (regional annual tax for cars owners) for

electric vehicles owners and, starting from 2019, reduction of 50% for five years of tax, starting

from the year of matriculation, for dual fuel vehicles, such as petrol/electric (including those

with external charging), LPG/electric and methane/electric registered in 2019. Permanent

exemption for hydrogen vehicles.

Stakeholders: Public and private stakeholders that have to install charging spots

Allocated resources: n/a 4 (FTE)

Results: In 2017 new e-cars registered in Lombardy Region was 422, + 40% of e-cars in

comparison to 2016 and registrations of e-cars for the first 6 months of 2018 had exceeded the

total e-vehicles registered in 2017. In 2018 new e-cars registered in Lombardy Region was 665.

Limitations: The cost of e-vehlicles are still too high to have a large diffusion among public

and private users.




25

05_Regional Law for reducing emobility costs (Law n.13, July 2003):

Brescia


Reduction of 50% for three years of tax, starting from the year of matriculation, for vehicles

with hybrid electric power and petrol or diesel fuel with external charging equipment. ",lack

of financial incentives for the electric vehicle owners

Short Description: Regional Law (Law n.13, July 2003) for reducing sustainable mobility

costs: total and permanent exemption of the car tax (regional annual tax for cars owners) for

electric vehicles owners and, starting from 2019, reduction of 50% for five years of tax, starting

from the year of matriculation, for dual fuel vehicles, such as petrol/electric (including those

with external charging), LPG/electric and methane/electric registered in 2019. Permanent

exemption for hydrogen vehicles.

Stakeholders: Public and Private owners of e-vehicles


Results: In 2017 new e-cars registered in Lombardy Region was 422, + 40% of e-cars in

comparison to 2016 and registrations of e-cars for the first 6 months of 2018 had exceeded the

total e-vehicles registered in 2017. In 2018 new e-cars registered in Lombardy Region was 665.

Limitations: The cost of e-vehlicles are still too high to have a large diffusion among public

and private users.




26

06_Vehicle to grid in the energy communities

Calabria

Start 01.09.2018 End 01.03.2021 Duration 30 months

The aim is to make the end user aware and proactive of managing their own consumptions,

maximizing the use of energy from RES and optimizing the production-demand process in

order to achieve greater efficiency and thus economic convenience in the final uses of energy.

Short Description: The vehicle acts as a distributed storage system. A hybrid vehicle or a fuel

cell that generates power from fuel, use its generation system to produce electrical power for

the energy community. A vehicle powered by renewable source uses the excess capacity to

provide service to the network: the vehicle acts as a (small) energy generator from renewable

source.

Stakeholders: University of Calabria University of Marche ENEA

Allocated resources: 50.000 3 (FTE)

Results: There are currently 3 people working on this project, one for each research group

involved. The research activity carried out so far aims to reach the evaluation of the possible

economic benefits deriving from the supply of balancing services to the grid through the

Balancing Market (MB) also analysing the effect on the bill, hypothesising possible scenarios

of an economic incentive system for the provision of the service.

The first results show that it is fundamental to introduce public incentives in the form of a

discount on fixed bill charges and that there is a significant increase in profit in the case of a

V2G configuration.

The activity will continue by defining a model for optimal management of vehicle recharging

in the V2G configuration to maximize profit.

Limitations: Currently, is considered as a strong limitation the absence of a specific regulatory

framework even if in continuous evolution. Another limitation is linked to the more rapid aging

Relative advantage Awareness

Ease of use Environmental ★★★★⯪

Vehicle performance Energy system ★★★★★

27

of the vehicle storage system when it is required to provide quick balancing services and not a

simple recharge for the vehicle's autonomy.

28

07_Urban environment projects financed through toll collection

Rogaland

Start 01.10.2018 End 2023 Duration 180 months

The goal is to achieve zero growth in number of cars.

Short Description: In October 2018 a new toll collection system was introduced to the Nord-

Jæren-area in Rogaland (Stavanger, Sandnes, Randaberg and Sola municipalities). Car owners

must pay toll drive into the city centres of these municipalities. Electric vehicles (hybrids not

included) are exempt from road toll, while other cars pay 44 kr (ca 4,53 EUR) in rush hour

(morning and afternoon) and 22 kr (2,27 EUR) the rest of the day. The toll Collection goes to

various infrastructure Projects.

Stakeholders: The Norwegian Governement, Rogaland County Council, Stavanger

Municipality, Sola Municipality, Sandnes Municipality and Randaberg Municipality, the

Norwegian Public Roads Administration


Results: The start-up off the Toll road went well,but was not without problems. A few of the

toll roads were sabotaged and were out of use the first few months. The software used for

managing the toll roads was not working as intended and the rush hour fee had to be removed

for a few months. Traffic went down with 6%. The number of passengers on public transport

increased with 11% and continue to increase. 60% increase in the number of bikers. If you

compare October 2017 with October 2018.

Limitations: The cooperation between the municipalities has been challenging. There has been

some protests and demonstrations from the population because of the high toll fees. The

communication has been challenging incorrect information has been spread and

Relative advantage ★★★★★ Awareness ★★★⯪☆

Ease of use ★★★★★ Environmental ★★★⯪☆


29

misunderstandings have led to misperceptions. There has also been done some damage to the

toll stations (extra cost).

08_Charging and tolling policies favouring vehicles

Bucharest-Ilfov, Romania

Start 01.01.2018 End 31.12.2020 Duration 36 month

To accelerate the process of transition to zero-emission mobility according to the European

Directive 2014/94/EU regarding the deployment of alternative fuels infrastructure, a charging

and tolling practice was introduced. This measure would have to remove the main barriers in

purchasing new electrical cars, like the price

Short Description: To address issues related to the greening of the transport sector, the

National Environmental Protection Agency is implementing a national program to stimulate the

greening of transport in all regions of the country by encouraging the procurement of new full

electrical cars by offering financial incentives, about 10.000 euro/ per car and 5.000 euro/ per

car if it is plug-in hybrid. In 2018 the budget has covered about 2.000 new electrical cars and

the main rule is that the amount of this bonus may not exceed 50% of the contract price of the

vehicle. It is a program that is implemented and funded annually by the Romanian government.

Stakeholders: citizens, car dealers, public environmental authorities

Allocated resources: 24.000.000 n.a (FTE)

Results: + 2.000 electric vehicles

Limitations: The budget of 24.000.000 euro is only for 2018 and is expected to cover a total

of 2000 new electrical cars. The main rule is that the amount of this bonus may not exceed 50%

of the contract price of the vehicle.




30

5.2 Development of charging infrastructure

09_”RICARICA VALLI BRESCIANE" PROJECT

Brescia


There's a lack of charging infrastructure

Short Description: Lombardy Region call for co-funding (PNIRE) for the installation of

charging infrastructures for electric vehicles in order to face the limited availability of charging

stations in the Region. Financial resources comes from Ministry of Transport that, thanks to an

official agreeement based on innovative and sustainable projects on e-mobility infrastructure

promoted by Lombardy Region, transfers the funds to Lombardy Region. The Province of

Brescia, Lead Partner of the porject "Ricarica Valli Bresciane", has planned with its 11

municipalities the installation of a network of charging stations for electric vehicles consisting

of: 12 columns normal power (22kW) and 2 columns high power (50 kW) Total budget: around

€ 400.000. The total budget includes: executive project of all columns, Provincial plan of

charging spots installations, purchase, construction works and installation of all columns and

communication campaign on provincial and local level.

Due to bureaucracy reasons, the project is now (2019) confirmed and funds are going to be

transferred from the Region to the Province of Brescia after and official agreement with

Lombardy Region.

Stakeholders: public administrations that want to install charging infrastructures

Allocated resources: 400.000 n/a (FTE)

Results: 14 charging stations




31

Limitations: the project is on going and infratsructures are not yet installed. Long procedures

for the validation of project and confirmation of co-financing, bureaucracy from Ministry of

Transport promoter of the call for funding together with Lombardy Region.

32

10_Public tender for the development of charging infrastructure networks for e-vehicles

Calabria


The problem addressed is a lack of diffusion of charging infrastructure

Short Description: The Calabria Region aims to support the construction of an electrical

charging infrastructure network, as part of the PNIRE-National Infrastructural Plan for the

Recharge of Vehicles powered by Electricity.

Stakeholders: Companies of all sizes, single or associated. Holders of administrative

authorization for the operation of Fuel Plant or Dealers of motorway service areas.


Results: The call for tenders ended in December 2018 with the participation of 2 Calabrian

companies.

Limitations: The companies requesting the ministerial contribution are still under evaluation.

The Region, with the support of MIT (Ministry of Infrastructure and Transport) funds, is trying

to build an incentive path for the market of electric cars with low environmental impact, through

the installation of electric charging station. Surely a greater economic contribution to support

the project would have encouraged the participation of local companies.

Relative advantage ★★★★☆ Awareness

Ease of use ★★★★☆ Environmental ★★★★☆


33

11_Development, construction and operation of the first standalone Solar Electric-Vehicle (EV) Charging Station in the country, "CARPORT”

Attica


This practice tries to support Greece's effort towards the infrastructure development and

strengthening in the field of electro-mobility. The transportation sector is the second mayor

energy consumer and therefore improving energy efficiency in this field could result in reducing

emissions and negative environmental impacts. The advent and use of electric vehicles could

significantly contribute towards this direction. The comparison between Solar-based (powered)

Electric Vehicles Charging Station and Stations connected with the electrical grid will reveal

the most environmental solution.

Short Description: The Laboratory of Soft Energy Applications and Environmental Protection

(SEALAB) of the Piraeus University of Applied Sciences (former TEI of Piraeus) undertook

this practice Target of this practice: Monitoring all energy data (1) Supporting the efforts

towards the infrastructure development (2) Accelerating the implementation of a European

national electrification action plan through the construction of EV charging stations based on

PV generators. The station is considered to be very environmental friendly, able to support the

decarbonisation of the European transport sector (3)

Stakeholders: Soft Energy Applications & Environmental Protection Laboratory - Piraeus

University of Applied Sciences, Schletter GmbH, Eurosol Hellas A.E., ELFON LTD,

ENERSYS S.A., KAFKAS S.A.

Allocated resources: >25.000 n/a (FTE)

Results: 1 charging station

This type of charging station is expected to enable and encourage the electrification action plan

in European and national level as it is based on Photovoltaic generators. Besides, it is considered

as one of the most environmentally friendly solutions, a fact that can accelerate the CO2

emissions reduction as well as the promotion of electromobility as a very sustainable and green

Relative advantage ★★★☆☆ Awareness ★★★★☆

Ease of use ★★★⯪☆ Environmental ★★★★☆

Vehicle performance ★★★⯪☆ Energy system ★★★★☆

34

transport field. Additionally, one of the most important features of this station is the collection

and monitoring of energy data.

Limitations: For defining the dimensions of a charging station of electric vehicles, it is

necessary to consider the following aspects: corresponding energy and power demand,

environmental behavior and some preliminary cost-benefit estimations (1). The solar-based

EVCSs have remarkable first installation costs (2). Severe problem of charging station batteries

replacement throughout the operational life of the installation and their final disposal (3).

35

12_Installation of 4 Vehicle-2-Grid electric vehicles charging stations in Meltemi, Greece (SHAR-Q project)

Attica


The problem of increase of storage capacity over virtual neighbourhoods of energy ecosystems

was addressed.

Short Description: The SHAR-Q project aims to establish an interoperability network that

connects the capacities of the neighbourhood and wide regional RES+EES ecosystems into a

framework. One of the stakeholders' activities was the installation of adaptive charging of e-

vehicles and V2G services. Therefore within the project 4 Vehicle-2-Grid electric vehicles

charging stations in Meltemi in Greece. Focus of the project is on the development of the

interoperability adapters.

Stakeholders: Atos, BAVENIR, UBIMET, ENERCOUTIM, Cluster Energia, RWTH Aachen

University, NTUA, Energie Gussing GmbH, HEDNO, European Centre for Renewable Energy

Gussing

Allocated resources: 4 million n/a (FTE)

Results: During the last months, project members focus on planning and carrying out the

deployment on the three pilot sites, including the Greek pilot site in Meltemi. At the end of

April 2019, Phase B was finalized including the integration of the smart energy components in

SHAR-Q platform and AVS. By the end of August 2019 Phase C is planned to be completed,

including the evaluation of the SHAR-Q approach based on demonstration results.

Limitations: There are three types of limitations identified in this practice as presented below.

Technical: RES hosting capacity of distribution networks. Operational: 1) Communication

between EVSE and the maximum number of EV that can be hosted. 2) Interoperability issues

3) Issues as Meltemi Campus is used mostly during the summer period. Regulatory: No

appropriate framework for e -mobility service providers currently exist.

Relative advantage ★★★★☆ Awareness ★★★★☆

Ease of use ★★★⯪☆ Environmental ★★★★☆

Vehicle performance ★★★⯪☆ Energy system ★★★★☆

36

13_Deployment of public charging infrastructure in Flanders Region

Flanders


To accelerate the transition towards clean and zero-emission mobility on the one hand and to

respond to the obligations as set forward in the European Directive 2014/94/EU regarding the

deployment of alternative fuels infrastructure, the Flemish Region in 2015 adopted a

comprehensive action program 'clean power for transport'. The defined actions had to remove

the main barriers as experienced by current users of clean and in particular zero-emission

vehicles, such as the purchase price, the lack of charging infrastructure and the limited user

knowledge regarding clean power for transport.

Short Description: To address the lack of charging infrastructure, the Flemish Region

implemented a public service obligations for the distribution system operator (DSO) to deploy

a basic network of 5.000 extra charging points (2.500 chargers) in Flanders by 2020. The public

service obligation is implemented through a yearly tender organised by the DSO for a specific

number of charging points. The charging points are deployed by a CPO who receives a

concession of 10 years for use of the public domain. The CPO defines the charging price and

manages the charging points. They don't receive any public funding for the deployment. For

each municipality, a specific target was defined. Municipalities can choose to take part in the

DSO tender or to organise their own system for the deployment of the defined number of

charging points. The service obligation also includes the principle 'charger follows vehicle'.

According to this principle, EV owners have the right to request the installation of a charger

when no alternatives (e.g. charging at home) are available.

Stakeholders: DSO's, Charging Point Operators, municipalities, citizens ('charger follows

vehicle')

Allocated resources: 0 1 (FTE)

Results: For the first three years (2017, 2018, 2019), the tender contract was given to Allego.

As such, Allego was responsible to install 1290 charging points in 2017 in all but three

Relative advantage ★★★⯪☆ Awareness ★★★⯪☆

Ease of use ★★★★★ Environmental ★★★☆☆

Vehicle performance ★★★★☆ Energy system

37

municipalities. After one year, 91 % of them were in place. The installation of the remaining

points was delayed because of external factors, e.g. the planning of other works on the public

domain and permit approvals. Additionally, 60 'charger follows vehicle' requests were received,

of which most could be met by moving an already scheduled charger forward in the planning.

Consequently, the requests only lead to an additional number of 6 chargers. In 2018, Allego

installed 710 charging points, being 82 % of the amount foreseen under the contract.

Limitations: Some municipalities chose to not take part in the tender organised by the DSO's

and implemented their own system (often with other private parties). This caused in some cases

confusion among users of EV's and was difficult to communicate. Additionaly, it hampers the

interoperability of charging points, as different operators are concerned (1). Today, more than

1.700 charging points are already in operation. Each municipality in Flanders has at least one

charger. However, the number of charging sessions for most chargers is limited, due to the fact

that chargers are not always strategicaly located (due to, among others, local restrictions) and

the limited number of BEVs in Flanders (most people choose for a PHEV, the use of public

chargers for PHEV is very limited) (2). The limited use makes the result of the forthcoming

tenders unclear. We don not know whether private parties are willing to deploy additional

chargers without an increased use of the chargers (3). As a result of a yearly tender, it might

happen that the chargers are deployed by different private parties (depending on the result of

the tender) and that different chargers with different prices settings will be installed (4). Until

now, however, it was the same tender (Allego) receiving the different yearly contracts.

38

14_Development of charging infrastructure

Bucharest-Ilfov


To accelerate the transition towards clean emission transport according to the obligations from

the European Directive 2014/94/EU regarding the deployment of alternative fuels

infrastructure.

Short Description: Kaufland Romania, a big retail market, and Renovatio Group, a leading

renewable energy sector player, have inaugurated the first fast charging hub for electric cars in

Romania and Eastern Europe. The hub allows the simultaneous charging of 6 electric

vehicles.The stations in the hub are compatible with all 100 percent electric vehicles and hybrid

plug-ins, they are open non-stop and all the charging costs are fully supported by Kaufland

Romania. In 2016, alongside Renovatio, they launched the first electric car fast charging public

stations network in Romania, which were free for everybody. In 2018, they reached over 20

locations in our parking lots, offering a better autonomy on the move.The Renovatio e-charge

network currently has 92 charging points in 38 locations, of which 62 charging points are

installed in 23 Kaufland locations.

Stakeholders: citizens, Kaufland supermarket, Renovatio Group



Limitations: All the procedings for the deployment of the alternative fuels infrastucture were

made and financed by private corporations (Kaufland Romania and Renovatio Group) without

any help from public authorities (1). Heavy procedures and a long bureaucratic process for all

authorizations for the deployment of a charging hub station (2).


Ease of use ★★★☆☆ Environmental ★★★★☆

Vehicle performance ★★★☆☆ Energy system

39

15_Development of charging infrastructure

Bucharest-Ilfov


To accelerate the transition towards clean emission transport according to the obligations from

the European Directive 2014/94/EU regarding de deployment of alternative fuels infrastructure.

Short Description: Bucharest City Hall grants 500 vouchers amounting to 2.100 euros each

for financing to individuals or legal entities, owners of commercial spaces or offices, and who

want to install the loading infrastructure for elecric vehicles in the spaces owned by them. This

initiative is supported by the Bucharest city budget and is meant to encourage sustainable, low-

CO2 mobility.

Stakeholders: local public authorities, citizens, legal entities

Allocated resources: 1.050.000 n/a (FTE)


Limitations: no limitations

Relative advantage ★★★★☆ Awareness ★★★★★

Ease of use ★★★★☆ Environmental ★★★★★


40

5.3 Integration of charging infrastructure and charging hubs in spatial planning

16_Lombardy Region - Regional Strategy And Guidelines For Electric Mobility

Brescia


Lack of regulatory and strategic framework for the promotion and planning of e-mobility and

charging infrastructure

Short Description: The aim is to promote the development of a charging network that supports

the circulation of electric and plug-in hybrid vehicles. The document is articulated within the

established parameters of the National Infrastructural Plan for the recharging of vehicles

powered by electricity (PNIre) and the European Directive AFID (Alternative Fuel

Infrastructure) and plays a leading role for all public and private entities that prepare for the

design / implementation of electrical infrastructure networks at regional level. The Guidelines

have been elaborated thanks to the comparison with the stakeholders of electric mobility and

the territory, with the intent to provide precise indications regarding the methodology and

priorities to be considered in the construction of the charging infrastructure network in reference

to the two macro-categories : public access charging point and private access charging point.

Stakeholders: municipalities, provinces, service and energy providers, utilities, mobility

agencies, LPT agencies


Results: For each area of intervention of the Regional Strategy for E-Mobility the following

results are being achieved: (1) Adaptation of current regulations; installation of charging

infrastructures on regional level; promotion of replacement of existing public and private fleets

with electric vehicles.(2) Increased awareness on environmental issues of Public

administrations, private sector and citizens; Promotion of Professional training for e-vehicle

mechanicians; Promotion of information and communication activities for the diffusion of e-

mobility; (3) Promotion of charging infrastructure innovation, of Smart grid and smart city

concept applied to transports and sustainable mobility and of Energy efficiency and emission

reduction in transport sector. On governance level the following results have been achieved:


Ease of use Environmental ★★★★☆


41

increased coordination among different department of Regional Authorithies, Increased

cooperation among Lombardy Region anad local Authorithies, set-up of Natioanal and

Interregional working tables, increased cooperation with private sector.

Limitations: no limitations for this good practice.

42

17_Participation to ministerial project "CReIAMO PA”

Brescia

Start 2018 End n/a

Duration n/a

Lack of capacities and awareness of Public Administrations

Short Description: Within the "CReIAMO PA Project" skills and networks for environmental

integration and for the improvement of public administration organizations funded by National

Operational Program Governance and Institutional Capacity 2014-2020, the Province of

Brescia actively participates in the Technical Working Table on " Mobility Management ",

promoted by the Ministry of the Environment (MATTM), involving representatives of Local

Authorities, Regions, Central Administrations, Research Institutions and Associations. It aims

to define a planning and practical document on the "Mobility Management" which will be

presented in occasion of the National Conference that takes place in November 2018.

Stakeholders: Public Administrations employees


Results: Increased awareness, capacity and skills of Public administrations technichians and

employees in the field of sustainable mobility. The process started in 2018 and still on-going,

so it is difficult to collect effective results.



Ease of use Environmental Vehicle performance Energy system

43

18_Regional and provincial guidelines for electric charging infrastructure

Brescia

Start 2015 End on going Duration na

There’s a lack of reference in regulatory framework for the development of e-mobility

Short Description: The aim is to promote the development of a charging network that supports

the circulation of electric and plug-in hybrid vehicles. The document is articulated within the

established parameters of the National Infrastructural Plan for the recharging of vehicles

powered by electricity (PNIre) and the European Directive AFID (Alternative Fuel

Infrastructure) and plays a leading role for all public and private entities that prepare for the

design / implementation of electrical infrastructure networks at regional level. The Guidelines

have been elaborated thanks to the comparison with the stakeholders of electric mobility and

the territory, with the intent to provide precise indications regarding the methodology and

priorities to be considered in the construction of the charging infrastructure network in reference

to the two macro-categories : public access charging point and private access charging point.

Stakeholders: Public Authorithies (municipalities, provinces, ....) service providers, energy

porviders, utilities, mobility managers, LPT agencies, end-users, associations


Results: Regional and provincial technical references for the public access charging

infrastructure. Guidelines, in line with EU and National regulations in the field of e-mobility,

establish technical requirements of charging infratstructure supporting public and private

entities that what to install pubblic access charging infrastructures, defining: localization (where

install the infrastructure), technical requirements such as the type of power – (normal or high

power), type of connectors, minimum functionalities of charging infarstructure (standarized

communictaion between the charging station to the back end management software, methods

of payments, user recognition,…), management of the infrastrcutures (interoperability,

connection of the infratsructure to a national platform with public access), additional services

Relative advantage ★★★⯪☆ Awareness ★★★★★



44

(Geo-location of the charging system, check availability of charging stations, charging service

monitoring).


45

19_Working group for electric mobility in Lombardy (MEL)

Brescia


The practice addresses the lack of coordination among different stakehodelrs in the field of e-

mobility

Short Description: a round table inside the regional body created to involve and coordinate

the various Regional Departments and Directirates, the Presidency, the pararegional authorities

(Finlombarda and Infrastrutture Lombarde), the stakeholders and the research groups towards

integrated actions to support electric mobility: action devoted to improve governance.

The working table ended in 2018. Lombardy Region is now creating a new working table for

sustainable mobility with the involvement of many departments of the Regional Authority

(Energy, Environment, …)

Stakeholders: Target: municipalities, provinces, service and energy providers, utilities,

mobility agencies, LPT agencies

Allocated resources: n/a 15 members

Results: Integrated governance instrument and model set-up at the Regional level and

replicable on local and national level. The Working group is coordinated at National level with

the Ministry of Trasnport and it involves private stakeholder of e-mobility on regional and

national level. It follows the quadruple-helix approach (Government, Business, Research and

civil society). The main result is a greater coordination of Lombardy Region activities and

departments in the field of electric mobility. For example, for the preparation of the call for co-

funding for the purchase of sustainable commercial vehicles (See Good Practice n.1) a special

bonus was given for electric vehicles and also for the organization of local and national (e-

MOB) events were involved different Regional Departments and Directorate such as the

Transport, together with Environment, Research &Innovation and DG.




Vehicle performance Energy system ★★★★☆

47

20_Cycle Path Implementation Program - Plan of Regional Transport of Calabria

Calabria


In terms of economic development, the creation and development of cycle lanes throughout the

region aims to stimulate the creation of new activities in the transport sector: 1) urban, both

passengers, with reference to the development of active mobility in urban centers more of the

region, and tourism, both goods, also with reference to the activities offered in the field of urban

logistics 2) regional and over regional, a support of the offer of tourist enjoyment (naturalistic-

environmental, historical-cultural, seaside, etc.). n terms of external accessibility, the provision

of the Program to link Calabria to the main national and international cycling network networks,

contributes to improving the accessibility of Calabria, linking it to the most important long-

distance cycle-tourist itineraries. In terms of internal accessibility and inclusion, the Program's

contribution consists of structuring a dense network system articulated in several levels able to

balance the territorial systems and to allow the accessibility of all the areas of Calabria, in

particular the areas of the region considered marginal and / or peripheral, in view of a real

integration of the territory from a functional, cultural, social and economic point of view. In

terms of sustainability, with the outputs deriving from the indications of this document, it is

envisaged to reduce the modal rate of private traffic, favoring pedestrian and bicycle mobility,

with particular reference to some specific user targets (for example: students, university

students) , tourists, etc.). This translates into: 1) reduction of atmospheric pollution 2) reduction

of noise pollution 3) reduction of energy consumption.

As part of the first-level network, procedures have been launched for the design and

construction of the Magna Graecia Cycle Route and the Calabria Parks Trail. With specific

regard to the Magna Grecia Cycle Route, the relevant Feasibility Plan must be completed by 31

December 2020 and the awarding of the works relating to the first functional lot must take place

by 30 June 2022.

With the implementation of the aforementioned Implementation Program, it is envisaged to:

Relative advantage ★★★☆☆ Awareness ★★☆☆☆

Ease of use ★★☆☆☆ Environmental ★★⯪☆☆

Vehicle performance ★★☆☆☆ Energy system

48

• stimulate the creation of innovative economic activities (and therefore new jobs) in the

urban transport sector (freight and passengers) and in support of the offer of regional

tourist use (naturalistic-environmental, historical-cultural, seaside, etc.);

• improve the external accessibility of Calabria, favoring the development of cycling,

both long distance and connected with experiential and / or sporting use;

• improve the internal accessibility of Calabria, in a general process of inclusion of the

areas of the region considered marginal and / or peripheral, with a view to a real

integration of the territory from the functional, cultural, social and economic point of

view;

• improve the quality of the urban environment, by reducing atmospheric and acoustic

pollution and energy consumption;

• reinforce the image of the regional system of protected areas through a strategic tourist

attraction (Ciclopista dei Parchi) able to intercept a national and European tourist flow

currently characterized by a strongly growing trend that aims at the fruition of natural

and landscape assets.

The Calabria Region, in implementation of the Regional Transport Plan (PRT), with DGR 466

of 12 October 2017 approved the following documents:

• "Cycle Paths" Implementation Program;

• Feasibility Report "Ciclovia della Magna Grecia";

• Feasibility Report "Cycle Path of the Parks of Calabria";

• Feasibility Report "Cycling in the urban environment".

In implementation of the aforementioned planning / programming act, to date the procedures

for the design and construction of the Magna Graecia Cycle Route and of the Calabria Parks

Trail have been started.

Short Description: the Implementation Program proposes the creation of the Regional Cycle

Network, to be implemented through the integration of the main long-term itineraries that 3)

Cycle paths in urban areas (security) affect the territory regional (promoted internationally and

nationally), with the main routes of inter-regional interest,local and urban. The Cycleway

Network, divided into the First Level Network and Network of Second level, it consists of linear

elements (paths or paths) and point elements (nodes), possibility of diversifying the methods of

use, access and connection of the territory regional. The First Level Network was taken from

Routes of Community / National Interest included in the long-distance corridors promoted at

49

Community or national level (Eurovelo 7, CyRoNMed, Ciclovia del Sole, Magna Grecia Cycle

Route, Appennini Cycle Route): 1) Magna Grecia Cycle Route (Jonico Route, Tirrenic Route)

2) Apennine Route (Cycle Path of the Parks of Calabria) 2) Apennine Route (Cycle Path of the

Parks of Calabria) 3) Cycle paths in urban areas (security) 4) Routes of the main Transversals.

Stakeholders: Park Authorities, Provinces, Municipalities, Associations, Citizens


Results: The Cycle Track Implementation Program provides for the development of the

Regional Cycle Road Network, through the integration of the main long-distance itineraries that

involve the regional territory (promoted internationally and nationally), with routes of inter-

regional, local and urban interest and through the creation of cycling routes that involve various

types of road infrastructure such as: 1) Bicycle lanes on their own; 2) Bicycle lanes in reserved

areas; 3) Promiscuous pedestrian and cycle paths; 4) Cycle and vehicular mixed routes (traffic-

free roads - with motorized distances of less than 50 v / g, roads without traffic - with motorized

distances of less than 500 v / g,).

In this context, the First Level Network envisages the development of cycling routes for a total

length of around 1,250 km.

The Program also provides for intangible actions in the field of Information, communication

and marketing and incentives for the purchase of bicycles. Through these latter actions it is

intended to significantly increase the number of people who use bicycles for daily journeys,

particularly in the main urban areas of the region, with obvious positive effects especially in

terms of reducing air pollution and improving road safety in the urban context.

Limitations: No particular difficulties were encountered during the planning phase. During the

implementation phase, particular efforts must be made for concertation and liaison with the

other interested public and private entities.

50

5.4 Support to the deployment, purchase of alternative fuel vehicles in public transport by financial incentives and setting up regional financial support schemes

21_PISL- Better moving

Calabria

Start 2012 End 28.02.2020 Duration 8 years

The policy was triggered by a lack of public shared mobility.

Short Description: The aim of "PISL- BETTER MOVING" is to launch a local public

transport policy based on a process of planning, integrated management and monitoring of

advanced mobility services. This process aims at modifying the users' travel behavior,

increasing the tangible and intangible connection networks, and encouraging the integration

between different modes of transport, essential actions for a safer and more economically

sustainable transport system. The lead partner of PISL- BETTER MOVING is the Province of

Reggio Calabria and the total financing amount is € 4.506.676.

Stakeholders: These systems aim to support the demand for mobility on an inter-municipal

scale (students, workers, etc.) within the urban areas and to the Municipalities where the most

important local public services are located (schools, hospitals, public offices, etc.). Calabria

Region,Province Calabria, Municipalities, LPT agencies, citizens, students.


Results: The metropolitan city of Reggio Calabria bought the fleet (cars) for the car-sharing

service.

Limitations: Due to the lack of staff, the metropolitan city of Reggio Calabria has transferred

car sharing service management to the Municipality of Reggio Calabria.




51

22_Eco Fund subventions of the Slovenian national government

Gorenjska

Start 01.02.2019

Stop

Duration up toutilization

of financial resources

National government identified the need that in order to initiate implementation of e-mobility

financial subventions need to be provided.

Short Description: Eco Fund, Slovenian Environmental Public Fund is an independent legal

entity, with the Ministry of the Environment and Spatial Planning, being represented as majority

in the Supervisory Board. Purpose and goals: Eco Fund's main purpose is to promote

development in the field of environmental protection. It is the only specialised institution in

Slovenia that provides financial supports for environmental projects. In comparison with

commercial banks, Eco Fund's principal advantages in the market for environmental financing

are that it provides soft loans at lower interest rates than prevailing commercial market rates

and it is able to lend for significantly longer periods than commercial banks. Eco Fund's

subsidies have had a positive effect on tax revenues, diminishing of grey economy, new green

jobs, sustainable development of the construction planning and business, as well as on the

development of the use of strategic resources.

Stakeholders: In terms of the e-MOPOLI objective: (1) Grants to individuals (households) for

investments in electric cars and for investments in residential buildings (energy efficiency and

use of renewable energy sources) Grants to legal entities (municipalities and/or providers of

public utility services, enterprises and other legal entities) for investments in electric cars and

buses for public transport on compressed natural gas or biogas Grants in 2019: - 7.500 EUR

for electric vehicles for individuals (2) Reducing emissions in transport: Purchase of new

category M vehicles for the carriage of passengers: 80% of financing of the value of the price

for a single vehicle, excluding VAT, but not more than: a. EUR 300,000.00 for a new electric

or hydrogen-powered vehicle, excluding CO2 emissions b. EUR 200,000.00 for a new vehicle

on the CPL or LNG. c. Reducing emissions in transport: Promoting the sustainable mobility of

nature conservation areas: up to 2M EUR for auxiliary electric vehicles for the transport of

protected areas for groups with special needs, electric vehicles for performing public service




52

tasks of nature protection, electric craft for performing public service, electrical work

machinery for performing public service, traffic calming in protected areas (parking lots, traffic

signalization and other necessary infrastructure and equipment). d. Reducing emissions in

transport: Promote the development of the market for alternative fuels in transport: up to 6M

EUR: 1. Setting up charging stations for electric vehicles 2. Setting up hydrogen charging

stations 3. The establishment of charging stations for SZP and LNG 4. Incentives to buy

vehicles on fuel cells 5. investments in other related infrastructure to promote the development

of alternative fuels in transport 6. Calming and traffic diversion (P & R car parks, traffic

signalization and other necessary infrastructure and equipment).

Allocated resources: >16 million n/a (FTE)

Results: From 1 January to 31 December 2016 was utilized: - for environmentally friendly

electric vehicles 1.125.816,00 EUR and - for eco-friendly buses for public passenger transport,

1.668.640,00 EUR. All investments made for which grants were paid in 2016 contribute to

reducing energy use by 126,6 GWh per year, thus reducing CO2 emissions by 17.250 tonnes

per year, calculated on the basis of the Rules on the methods for determining energy savings in

final customers (Official Gazette of the Republic of Slovenia, No.67 / 15). Annual report for

2017 is not yet available.

Limitations: According to the information gained on the meeting with responsible Ministry in

2018 there were fewer requests for grants for e-vehicles and e-charging stations as they

expected and therefor the financial resources are not going to be completely utilized. The reason

for this is not known. There are speculations that several reasons are influencing the decision

of private persons to decide on the purchase of the e-vehicle like the price of e-vehicles

including the grant. 1. People compare the price of an e-vehicle within the range of the

conventional car they want to buy and the pros and cons. 2. They consider the service of

charging, current and potential price home and abroad and remoteness, convenience of the

infrastructure home and abroad, prices and the possibility of charging the e-vehicle at home. 3.

They consider the maintenance costs and availability of maintenance services. It is generally

known that the authorized car brand maintenance service provider is more expensive than non-

authorized and it is upon discussion if owners of e-cars would acquire the possible repairs on

e-car from non-authorised car brand maintenance service provider, since battery and electronic

is emphasized in the case of e-vehicles. 4. They consider the experience of driving, convenience

53

and luxury and design of the e-cars in comparison to conventional vehicles. 5. They consider

payment solutions of e-charging and privacy measures with new payment solutions home and

abroad. 6. They consider waiting times for getting an e-car, since it is available upon order. 7.

Used e-vehicles are not eligible for grants and not widely available on the market. For public

legal entities the condition was that only municipalities that have measurements of air purity

made by the Environment Agency are eligible for grants for vehicles on alternative fuel. This

for Gorenjska that only 1 out of 18 municipalities could apply for grants. In 2019 the broaden

eligibility conditions. The lesson learned is that they are additional measures needed and

therefor other Good Practices need to be identified to support the diffusion of vehicles on

alternative fuels.

54

23_Outsourcement of Group purchase electric cars

Flanders


The high price of electric cars is still the biggest treshold for people to (be able to) buy one.

Short Description: The government tries to convince citizens to choose for an electric instead

of a conventional car. The high price remains the biggest treshold for citizens. Therefore, the

Flemish government outsourced a group purchase of electric cars. By doing so, four different

electric cars were offered to the people for a better price. This discount can be combined with

the premium for electric cars.

Stakeholders: Flemish government external party that won the tender, named Bobex

Allocated resources: 49.946 0,3 (FTE)

Results: 80 cars

Our group purchase program received quite some media attention. In total, 2.655 registrations

for the group purchase were received. 1.596 persons were called and referred to the

manufacturers. Almost half of them (45 %) did a test drive. In total, 80 cars were effectively

bought. Additionally to the increase in EV sales, the project was very successful in putting

electric driving into the spotlights and offering people a first EV experience. An interesting

feature of the project is that it focussed on private cars, having a lower EV share than company

cars. According to rough estimations from Bobex, about 5 to 10 % of accepted registrations

has actually bought one of the four electric car models. Hyandai communicated that their sale

of electric models increased greatly, partly due to the group purchase.

Limitations: There were some negative reactions in the media from the federation of the car

industry that disliked the fact that the government was supporting a group purchase of electric

cars and therefor promoting electric cars rather than other types of cars. They stated this is not

something a government should organize. But the overall reactions in the public were good.




55

24_Demo project of three battery buses

Rogaland


Main interests of the demo project are: (1) focus on state of the art technology, (2) to learn how

battery buses can be used within the public transportation system the best way and (3) how

today's system has to be adjusted to the use of electric buses, including among other things the

installation of charging stations and maintenance of the buses.

Short Description: Rogaland County Council is currently running a demo project with three

battery buses in Nordic conditions, to learn how the buses can function within the public

transportation system. The demo project is part of the EU Horizon 2020 project "Triangulum".

Triangulum is the second project on battery busses for the Rogaland County Council. Two

battery buses were introduced in 2015. Together these five buses were the first battery buses in

Norway.

Stakeholders: Rogaland County Council, Kolumbus, Triangulum (Horizon 2020 project),

Norgesbuss

Allocated resources: 1,3 million 2 (FTE)

Results: 3 e-buses

Limitations: Delay in delivery of buses (6 months delay).

Relative advantage Awareness ★★★☆☆



56

5.5 Promotion of electromobility in niche market fleets

25_City Logistics

Calabria

Start 10.09.2018 End Duration At least 6 years

Urban areas are characterized by traffic of freight vehicles to restocking of commercial

activities. Freight vehicles are mainly responsible for atmospheric and noise pollution, for road

congestion and for risk of accidents. The negative effects are on the livability of citizens, on

logistic costs and on attractiveness shopping areas.

City logistics measures are defined in Regional Transport Plan of Calabria Region (2016) -

Objective 2 Urban areas indicates, Action 2 Measures for infrastructure upgrading and

services in urban areas. In Action 2, the Measure 2.5 specifies the measures that can be

implemented. The measures are:

• regulation of the supply

o time windows,

o accesses with reference to the dimensions of freight vehicles,

o use of preferential lanes for local public transport,

o accesses with an NDA network (Nearby Delivery Area),

o integration with long-distance intermodal transport with UDC (Urban

Distribution Centre);

• demand management

o support to urban policies aimed at promoting innovative models based on

cooperation between the actors involved, and the development of local public

and private partnerships between the various actors,

o rationalization of distribution, with the maximization of loads per vehicle and

the minimization of total vehicles;

• infrastructural interventions

o delivery area network (including booking) within LTZ,

o UDC and NDA,

o Pick-up Point to support the new online purchase models (e-commerce);

Relative advantage ★★★☆☆ Awareness ★★★★☆


Vehicle performance ★★★★☆ Energy system ★★★⯪☆

57

• ICT and ITS applications

o specific app or services on existing telematics networks,

o traffic management and control (including delivery area booking);

• Use of eco-friendly and innovative vehicles

o upgrading of zero-impact vehicle fleets,

o regulation of accesses with environmental performance of freight vehicles;

• interventions for public-private collaboration;

• reverse logistics.

Short Description: City logistics practice provides the implementation of measures to achieve

UE ambitious goal of zero-carbon in urban areas by 2030. Calabria Region wants to encourage

the reduction of fossil fuels in the urban distribution freight, even with the containment of the

most polluting goods vehicles in urban areas. The aim is to increase the quality of life of

citizens, the livability of urban centers and the efficiency of the distribution of goods.

Stakeholders: Municipalities, Environmental associations,University,

Allocated resources: 5.000.000 3 (FTE)

Results: The result is financing city logistics projects realization. Following the selection notice

published by the Calabria Region in September 2018, the urban logistics projects presented by

the Municipalities of Rende, Vibo Valentia and Reggio Calabria were admitted to financing.

The realization of the three projects has made it possible to improve the liveability of urban

centers and to contribute to the achievement of the sustainability objectives defined in the White

Paper of transport in 2011 which states that a zero CO2 emission urban logistics system is

indicated in the main cities by 2030.

Actually, the process is in progress and formally will end when regional and local government

will sign the contract to regulate the transfer of funds.

Limitations: No particular difficulties were encountered during the selection phase of the

projects to be financed. During the implementation phase, a careful monitoring activity by the

regional offices is desirable for the purpose of complying with the deadlines for the

implementation of the interventions.

59

27_Electric cars for municipal services

Zemgale

Start 1/12/2012 End on going Duration 9 months

Three problems were addressed in the project: 1. The impact on environment and climate. 2.

There was no electric cars for municipality 3. No promotion from municipality of

electromobility

Short Description: Jelgava City Municipal Police purchased three electric cars and Jelgava

City Municipality one electric car to replace their ordinary service cars. Electric cars were co-

financed by the Latvian government through its climate change financial instrument that

supports the introduction of new technologies, and from EU Structural Funds earmarked to the

development of eco-friendly mobility (1). Municipal Police officers use electric vehicles to

provide traffic monitoring, control compliance with local government regulations and work

with minors. In turn, the municipal authority use electromobility for the daily inspection of the

construction objects and city infrastructure under the authority of the institution and the

authority drive about 50 kilometers a day with an electric car (2). Four industrially-produced

Volkswagen e-up electric cars have been delivered to the municipality, which are already

practically used in the daily work of the Municipal Police and Municipal Authority. The

beneficiaries are Jelgava City Municipality and Jelgava City Municipal Police and also city

citizens (3).

Stakeholders: Municipality of Jelgava city


Results: 4 electric cars

Four cars were replaced. The cars are used almost every working day as much as regular service

cars. For charging the usual power socket (220 V) is used at their own buildings. Mostly the

charging takes place during the night-time. Generally they were perceived positively and client

is satisfied with quite environmentally friendly cars which

do not require fuel. The autonomy range is around 120 km during the summertime and 80

Relative advantage Awareness ★★★★☆



60

during the wintertime. The range depends very much from the use of cabin heating or

conditioning. The four VW e-ups are pretty good solution for such a municipal services and the

client would pursue similar cars again if the same support will be offered again.

Limitations: That municipality is showing a good example and can give a good information

about electric vehicles

61

5.6 Promotion of new measures favouring public-private partnership in e-mobility sector

28_EVAI PROJECT

Brescia

Start 2014 End on going Duration n/a

Promotion of sharing sustainable mobility

Short Description: E-VAI project funded by the Lombardy Region and Ferrovienord is a

ecological car sharing as an alternative policy to the purchase / long-term rental of new vehicles.

There are different services: "E-VAI Public" that addresses to Public Administrations that have

the exclusive use of e-VAI fleets during working hours; "E-VAI Corporate" that address private

company that have the exclusive use of e-VAI fleets during working hours. For E-VAI Public

and e-VAI Corporate, the Public Administration and the Companies can leave the fleets free to

citizens utilization during the night and the weekend; "E-VAI Easy Station" for commuters and

private company and public administration that have their headquarters next to railway stations.

The car sharing points are located in correspondence with the main suburban and regional

railway service stations, conceiving the car sharing as amplification of the accessibility with

the public transport and integrate this for the last mile.


mobility agencies, LPT agencies

Allocated resources: 1.8 million n/a

Results: 90 e-vehicles of EVAI fleet are circulating in Lombardy Region of which 90%

are e-vehicles.

Limitations: E-VAI users have to register on-line in E-VAI portal on physically in E-VAI

points in Milan city and download a mobile APP or call the costumer service to activate the

service and the e-vehicle. Payment is by possible by cash, credit card and advance wire transfer.

Relative advantage ★★★★☆ Awareness ★★★★★



62

29_EDISON - Eco Driving Innovative SOlutions and Networking

Gorenjska


National government, automotive cluster Slovenia and other legal entities identified the need

to enhance innovation capacity with supporting open innovation concept in the field e-

mobility and of mobility on alternative fuels in general, sustainable mobility in terms of

transport modes and networking, contributing to the Strategy of smart specialisation of

Slovenia. The practice is introduced to inspire transnational stakeholder to network, connect

and cooperate on national and the transnational levels.

Short Description: SRIP ACS+ Strategic research and innovation partnership in field of

mobility joins two association members, Business interest association ACS Automotive cluster

of Slovenia and Transport Association at the Chamber of Commerce and Industry of Slovenia.

The Edison project is directly responsive to the key start-up challenges and EU policies to

ensure its future competitiveness - it introduces green transport, supported by renewable energy

sources and combines various forms of green transportation through smart digital applications.

Edison becomes one of the key joint initiatives of partners from the economy through the active

participation of knowledge institutions and the support of the relevant ministries, governments

and municipalities in Slovenia. Strategic Development Innovation Partnership SRIP ACS +,

where the partners united in the project, are one of the most important generators of the

development of the Slovenian economy.

Stakeholders: The beneficiaries of the practice are individual consortium partners

(municipalities, research institutions, universities, companies) that will work in different areas.

All of them will be oriented towards a common goal, making green mobility friendly and

accessible to the user. The end beneficiaries will be indirectly citizens. Partners are the same

as for the SRIP ACS+ that signed the letter of intent: ABC rent a car in tourism d.o.o. - Europcar

Slovenia, ABELIUM doo, ADVENTURA HOLDING doo, AVANTCAR, business

engineering doo, AVRIGO doo, CELJSKI SEJE dd, SOCIETY WITH RALLY, E3, energy,

ecology, economy doo, ELAPHE doo, ELECTRICAL VEHICLES F doo, ELEKTRO

PRIMORSKA dd, ETI dd, ETREL doo, GOR KOLESA doo, GOLEA, Goriska local energy




63

agency, HIDRIA doo, IOLAR doo, ISKRA Mehanizmi doo, IZOLETNIK Celje doo,

KOLEKTOR GROUP doo, KORONA Inženiring dd, City Municipality of Celje, City

Municipality of Koper, City Municipality of Nova Gorica , RESTAURANT CENTER NOVO

MESTO doo, ROTARY KLUB IDRIJA, ROTARY DISTRIKT 1912 (Slovenia), SiEVA doo,

SRIP, MUNICIPALITY OF VELENJE, NGV doo, OMV Slovenija doo, PETROL dd, PLAN-

NET SOLAR doo, PODKRIÅ½NIK doo ACS +, PICA International doo, TPV doo, UP

FACULTY OF MANAGEMENT, ZAG BUILDING AGENCY, TRANSPORT AGENCY at

GZS, partner in SRIP ACS +.


Results: The project is in the phase of implementation therefore other results beside the ones

described below are not yet available. In addition to foreign partners from the EU, the Edison

project has already been supported by the presidents of nine countries of South-Eastern Europe,

European Transport Commissioner Violeta Bulc and the Slovenian Prime Minister Miro Cerar

with relevant ministers.


64

30_Promotion of the use of electric scooters in urban areas through the development of sustainable market model - Exhibition of electric scooters in the port of Rafina, Greece and creation of a GIS web platform.

Attica


High share of transport sector in energy consumption and emissions makes urgent the

development of actions for sustainable urban mobility. Scooters modal share increases due to

increase in fuel prices. Low citizens and stakeholders awareness of electromobility and its

benefits

Short Description: The objective of Ele.C.Tra project (Electric City Transport) is the

promotion of a new urban mobility model with common characteristics among the partner cities

so that it can be easily implemented in other cities and regions. The project includes 3 pilot

actions with 90 electric scooters and full model set up (signs, parking system, users services,

etc). Additionally, one of the main outputs of the project was the creation of a GIS web platform

which provides data for all pilot and non pilot cities of the project. Through this platform the

end-users will have access to the facility map and its services (pickup and delivery points of e

scooters, parkings, and recharge stations). Within the project an e-vehicle exhibition took place

in the municipality of Rafina in order to introduce to the citizens and public/private bodies and

institutions the electric vehicles, scooters and bicycles and promote the idea of electromobility

in Greece. The participants could also drive these type of vehicles in order to have a real

experience and get familiar with the new technology which will influence the urban and

touristic transportation in the future.

Stakeholders: City of Genova, T Bridge, Relians, Comune di Firenze, MIEMA, AVMap S.A.,

City of Skopje, City of Murcia, Exato, City of Zagreb


Results: Development of an electromobility interactive map including all partner cities

showing location of e – Scooter suppliers and facility suppliers (charging/parking station etc).

Additionally, the pilot city plans consist the basis for other cities to implement e-scooter

Relative advantage ★★★⯪☆ Awareness ★★★★☆



65

systems e-light vehicle services. Finally, the exhibition which took place in East Attica achieved

to increased people awareness concerning electromobility.

Limitations: More than 1.200 visitors from different municipalities of East Attica attended the

exhibition, a fact that shows people's willingness to learn more about the new technology. Test

drives help potential users to get more easily familiar with the electric vehicles. The cooperation

and idea exchange between different stakeholders (public and private bodies, institutions, etc)

is necessary for the promotion of new technologies like electromobility.

66

31_Green Deal instrument (governance)

Flanders

Start 27.03.2017

End 31.12.2019

Duration 21 months

Green deals are models to define and reach goals in a public-private partnership, in this case in

orde to stimulate electric carsharing in Flanders.

Short Description The Flemish government initiated the Green Deal instrument, a voluntary

agreement between partners and the Flemish Government to pursue specific environmentally-

related goals, making use of the dynamics, creativity and knowledge of the different partners.

A Green Deal should clear the way, speed up or be a leverage for initiatives in order to reach

these goals. The Flemish government facilitates and supports the different partners in setting

up and managing the Green Deal and searches for solutions to address legal and other issues

raised by the partners. In March 2017, the first Green Deal - on Shared Mobility - was signed

by three ministers and more than 100 parties, with among others the following specific target:

The number of shared electric cars should be 5 times higher than today and there should be a

regular offer of shared electric bikes. Within the Green Deal, specific working groups were

formed, one focussing on electric shared mobility. In this working group, a vision for electric

shared mobility was formulated with policy recommendations. As a result, the Flemish zero-

emission premium for individuals was extended to car-sharing companies, to further stimulate

electric carsharing. Since the introduction of the premium, about 60 premiums were granted to

electric shared vehicles.

Stakeholders: More than 100 public and private parties signed the Green Deal Shared

Mobility: car sharing organisations, regional and local governments, businesses, academics,

NGO's, DSO's, ... (see website for a list of all the parties:

http://gedeeldemobiliteit.be/ondertekenaars/)

Allocated resources: 0 0,5 (FTE)

Results: 280 shared electric cars after one year

Relative advantage ★☆☆☆☆ Awareness ★★★★★

Ease of use ★★☆☆☆ Environmental ★★☆☆☆

Vehicle performance ★★☆☆☆ Energy system ★★☆☆☆

http://gedeeldemobiliteit.be/ondertekenaars/

67

In total, for all the targets as set forward in the Green Deal, 639 actions were formulated to

stimulate shared mobility by the participating parties. After one year, the target for electric

shared vehicles was already reached, thanks to among other Poppy in Antwerp who introduced

200 electric shared vehicles in January 2018

Limitations: In principle, the Green Deal instrument is a public-private partnership without

any government funding. However, good governance of the Green Deal instrument is difficult

without any funding (1). It is a challenge to keep all parties who signed the Green Deal involved

during implementation. All parties have to report about the implementation of the formulated

actions on a yearly base, but not every party was able to do this. Without any enforcement

mechanism, it is difficult to convince parties to be actively involved (2). Difficult to set clear

targets with so many parties involved (3).

68

32_Zero-emission transition through project funding

Flanders

Start 01.10.2016 End not defined Duration 2 years

One of the main barriers for the breakthrough of electric vehicles is the lack of knowledge and

experience. We want to address all the issues and make a kickstart for a further transition

through project funding on specific topics.

Short Description: In 2015, the Flemish Region adopted a comprehensive action program

'clean power for transport' to facilitate the transition towards zero-emission transport. One of

the measures defined in the action program was project funding. Through a yearly call for

proposals, we invited public and private parties to submit project proposals on yearly defined

topics (electrification of busses, taxi's, government/business fleets, electric car sharing

initiatives, light electric vehicles projects, ...). Projects run for two years and have to be reported

on a regular base. Each project is followed up by a representative of our Department/team.

Topics addressed: - call 2016: - call 2017: - call 2018:

Stakeholders: Through project funding, a wide range of stakeholders are directly or indirectly

involved. Some project address specific issues, while others are broad in scope. E.g. in the

project Clean Power for Transport local governments and taxi organisations were directly

involved. In the project 'Platform electric busses' the whole bus sector was involved.

Allocated resources: 1 million/year 1 (FTE)

Results: Selected projects : 7 (2016), 10 (2017), 13 (2018)

In 2016, a first call was launched, addressing the topics nichefleets, charging infrastructure,

public transport, visibility and business cooperation. The seven most promising projects were

selected and funded. In the second year, submitted projects needed to adress the integration in

the energy system, light electric verhicles (LEVs), EV community or sharing of

government/business fleets. This time, 10 projects were selected for implementation. In 2018,

the call focussed on the deployment of private charging infrastructure and the electrification of

innercity logistics, resulting in the selection of 13 projects. A new call will be launched in 2019.

Relative advantage ★★⯪☆☆ Awareness ★★★★★

Ease of use ★★⯪☆☆ Environmental ★★⯪☆☆

Vehicle performance ★★⯪☆☆ Energy system ★★★★☆

69

Limitations: '- cooperation and experience sharing between the projects (we organized an event

to stimulate co-learning between projects in May 2017) - the first projects are ending, the

initiators are eager to initiate follow-up projects but struggle with partners/financing - state aid

rules - limited budget for real investments in infrastructure/vehicles/innovation

70

33_Shared electric city bikes

Rogaland

Start 01.03.2016 End on going Duration n/a

The general problem is that we must address the pollution issue and encourage more people to

avoid using their own car, especially in connection with travel to/fram work. We encourage

active travel. But the buses go only to certain bus stops and not all the way to peoples

workplaces. Sets of electric bicycles are placed at various locations in the city center, at certain

bus stops/bus terminals and at big companies. Service cars take care of their condition (repairs)

and distribution.

Short Description: To encourage more people to travel by public transport, ride bicycle or

walk to/from work, we have made agreements with a high number of companies (The

agreement is called HjemJobbHjem). The benefits for the employees are mainly lower rate on

public transport, free travel distance within the county by bus and train, and free use of

Bysykkelen. Others can pay to use the bicyles. The bicycles are bookable, and will be ready

for the traveller at his/her desired location.

Stakeholders: Bysykkelen AS Kolumbus Rogaland County Council


Results: 200 bikes 65 charging stations

Need for more bikes, and 750 New bicykles have been ordered. The number of charging stations

will increase from 65 to 220.

Limitations: Distribution problems (too many bikes sometimes end up in one location, and no

one are available at other locations). We have also ordered new bikes With higher quality and

better motor capacity.

Relative advantage ★★★★★ Awareness ★★★☆☆

Ease of use ★★★★★ Environmental ★★★★☆

Vehicle performance ★★★☆☆ Energy system ★★★★★

71

5.7 Other themes

Communication & awareness

33_METROPOLITAN CHART OF ELECTRIC MOBILITY and EMOB event - Lombardy Region

Brescia

Start 2016 End on going Duration annually

Lack of information for all stakeholders in the field of e-mobility

Short Description: Metropolitan Chart of Electric Mobility: starting from the local

administration needs and the best practices implemented by the Municipality of Milan and other

Italian cities, a document of intent was defined and delivered to the local administrations

(Municipalities, Asscoiations of Municipalities, Provinces) with the aim of providing the

necessary technical and administrative information to implement policies to promote electric

mobility. Metropolitan Chart principles: 1- Promote the development of a public access

charging network; 2- Promote the charging services for e-vehicles in residential and corporate

buildings; 3- Boost the sharing e-mobility model (i.e. car pooling and car sharing) in private

and public companies; 4- Diffuse e-mobility in Last mile logistics, company fleets, and Local

Public Transports (i.e e-buses). The metropolitan chart is annually updated and presented during

E-MOB event. In 2018 were produced a a Vademecum for e-vehicles owners and users and

Guidelines for Lombardy Region Municipality that want to pormote e-mobility. Vademecum

and Guidelines were presented during e-MOB 2018.

E-MOB event (2017-2018): the Italian national conference on electric mobility organized by

Lombardy Region for local authorities with the aim of promoting e-mobility and the

metropolitan chart of electric mobility.


mobility agencies, LPT agencies, e-mobility users





72

Results: in February 2019, Lombardy Region involved 525 Italian Local authorities and

obtained the official adhesion of 117 Municipalities


73

34_Website about environment friendly vehicles

Flanders

Start 2015 End on going Duration 3,5 months

the unpopularity of electric and other types of environment friendly cars and a lack of

knowledge about it within society.

Short Description: A website that provides clear, current and neutral information about all

kinds of environment friendly vehicles that you can buy in Belgium. For the moment it's limited

to cars (electric, hybrid, CNG,...), but soon we will extend to light electric vehicles (LEV). The

website provides information regarding charging infrastructure, premiums, prices, policy and

frequently asked questions. There is also a tool to compare the price and advantages of

combustion cars with CPT-cars.

Stakeholders: departement omgeving


Results: Analytics proof that visitors find their way easily to our website. Between February

and May 2019, more than 16.000 sessions were counted. Each month, around 4.000 visitors

took a look at the website. Consequently, we can conclude that the site is successful in providing

at least some information to the citizens. However, as an average session is quite short (2

minutes), there is still room for improvement.

Limitations: it costs quite some money and time to make a nice website, but if you have the

money for it, you can outsource it. But then again a good website needs to be updatet on a

frequent basis, so you always need or at least one person to do this (at least some hours a month)

or money to outsource this work.

Relative advantage ★★★★★ Awareness ★★★⯪☆

Ease of use ★★★⯪☆ Environmental ★★★⯪☆


74

Research, training and education

35_e-HUB - virtual and physical help-desk for e-mobility and charging infrastructures

Brescia

Start 01.07.2017 End on going

Duration

The lack of coordination and communication among pubblic administrations and e-mobility

stakeholders

Short Description: E-HUB help-desk, developed in italian and english languages, aims to

coordinate from the transnational to the local level the knowledge and planning of Electric

Charging Stations and e-mobility models trough a virtual and phisical Help-desk. It aims to: a)

transfer the macro-regional policies, information and best practices to the local territories

(Municipalities), b) transfer the local needs (function of territorial aggregator of

Municipalities/Provinces), c) facilitate the participation of Local Authorities to Regional,

National and European co-funded projects, d) implement actions for e-mobility promotion,

increasing capacities of PAs and supporting them in the experimentation of new instruments

and solutions in cooperation with the territorial stakeholders and business sector. Instruments:

1) e-HUB virtual help-desk based on website platform; 2) internal working space (repository);

3) networking platform for stakeholders (communication); 4) Workshops and bilateral

meetings; 5) Evaluation Questionnaires and interviews. E-HUB is a pilot activity of the porject

e-MOTICON (Alpine Space 2014-2020) http://e-mobility.provincia.brescia.it/it_IT/. Province

of Brescia, coordinated this pilot activities and the implementation of 8 e-Hubs in different e-

MOTICON Regions

Stakeholders: public administrations (regional and local), service and energy providers,

utilities, mobility agencies, LPT agencies, end-users


Results: e-HUB main results were: 8 e-HUB help-desk set-up and implemented, one for each

partner of e-MOTICON project (Italy, Slovenia, Austria and Germany); local and regional

workshop and bilateral meetings with stakeholders; Increased exchange of experiences, needs


Ease of use ★★★★★ Environmental


75

and expectations and cooperation among Public administrations, investors and e-mobility end-

users.

Limitations: e-HUB help-desk needs to be constantly updated (i.e. new initiatives, new

regulations…) by the Public Authority. This is simple issue but fundamental for the real-time

services and support of citizens and e-mobility users.

76

36_Training courses for mechanics of e-vehicles

Brescia

Start End on going Duration

There's a lack of training on new technologies of e-vehicles for mechanics who are used to

work with traditional vehicles

Short Description: Lombardy Region has activated, through certified trainers, education and

training courses for mechanics of e-vehicles, defining professional and training standards of

mechatronic technicians of car repairs. At the end of different courses, the students has to pass

an exam to obtain the final certification of qualified mechatronic operators and technicians.

Stakeholders: The companies qualified as mechanics and electrician


Results: from 2014 to 2018 n. 343 technicians were trained thanks to specific training courses

on e-vehicles.

Limitations: It is a “experimental/pilot” process since technicians and mechanics for e-vehicles

are new technical figures.


Ease of use Environmental Vehicle performance Energy system

77

37_Electrical Retrofit of a Minicar

Calabria

Start 01.01.2018

End on going

Duration

Education and training of technical experts, development of new business, local and

employment development, environmental protection.

Short Description: In the framework of the circular economy, a minicar destined for

dismantling is retrofitted. The minicar was subject to reverse engineering first, later a 10kW

electric motor along with 32 LiFePO4 cells were mounted. The e-minicar is the central of:

education and training of technical experts, development of new business models, local and

employment development, environmental protection.

Stakeholders: University of Calabria, Italy (Education) Consorzio Regionale per l'Energia e la

Tutela Ambientale, Italy (no profit)


Results: The minicar was subject to retrofit by replacing the original oil engine with an electric

motor with equivalent power and torque. LIFEPO4 batteries have been used; the batteries are

sited in a 3 mm thick steel metal container. The use of two or four hub wheels is under

evaluation. At the moment, some tests are being carried out in order to verify the stability of

the vehicle as to the new weight distribution with respect to the original stability. These tests

are also useful for adjusting the parameters of the feedback controllers on battery currents,

maximum acceleration rpm / sec, etc. Other tests have been programmed in order to verify the

real energy consumption, the range and potential alternative chargers for a faster recharge.

Numerical test is aimed at evaluating the use of active shock absorbers.

Limitations: When an object is at the end of its life, it can become a fertile ground for the most

innovative ideas. Give life back to an object and prevent it from going to landfill: it's how to

cure, it's like doing a good deed. Young people are fascinated by this. As a result, this is also a


Ease of use ★★★★★ Environmental ★★★★⯪

Vehicle performance ★★★★⯪ Energy system

78

key to success in educating and forming a better society, a generation for sustainable

development.

79

38_METRON

Gorenjska

Start 2018 End Duration continuously

Currently there are about 2000 BEV and hybrid vehicles in Slovenia. The aim is to increase the

number of electric vehicles. To do so one of the things contributing to the diffusion is a

specialised company educating about e-mobility, researching, developing better capacity of

batteries and retrofitting. There is more to e-mobility than just e-vehicle and an e-charging

station.

Short Description: The practice is introduced to inspire transnational stakeholder network,

connect and cooperate on national and the transnational levels. The services that the company

does are: Conversion of classic and special vehicles to electric propulsion (1). Developing

electric vehicles (2). Developing electric vehicle prototypes (3). Technical trainings for electric

vehicles (4). Developing and producing charging stations and charging cables (5). Feasibility

studies for development of electric vehicles (6). Technical training for maintenance of electric

and hybrid vehicles (7). Development of custom battery packs (8).

Stakeholders: Expert entities eager to cooperate in research and innovation in e-mobility,

companies, industry, mechanics, entrepreneurs interested in retrofitting conventional cars and

general public.


Results: Project METRON 7: Highly efficient long range electric family car, connected to

renewable power plants and local grid to make the dream of Sustainable energy circle come

true! Metron 7 EV: 826 km (516 miles) on single charge with average speed of 72 km/h.

https://eauto.si/en/metron7-2/ (1) DACIA SANDERO ELEKTRO converted won 1st place at

Rallye Monte Carlo des energies nouvelles 2013 both in category "Electric vehicles" and

"Consumption overall" https://eauto.si/en/dacia-sandero-elektro_e/ (2) Maxitherm: Metron

institute partnered with MaxiTex GmbH and CH Müller for the EU´s Horizon 2020 project.

The project received funding from the European Union`s Horizon 2020 research and innovation

Relative advantage ★★★★★ Awareness ★★★★☆

Ease of use ★★★★⯪ Environmental ★★★★★


80

program under grand agreement No 733732. https://eauto.si/en/projects/maxitherm/ (3) Solar

van: project, starting 1.3.2017 is a part of their broader project â€œSustainable energy

cycleâ€œ. Solar van will have double battery, one permanently installed and other one

removable as part of "Sustainable energy cycle". When equipped with both batteries, the range

should reach 1000 km at moderate driving. Van will be powered by Mahle-Letrika 400V 80

kW motor/controller. Sustainable energy cycle is means that the battery is connected to the grid

and enables sharing and regulation of the electricity between 2 or more systems. The downside

of this concept is that the capacity of the battery reduces faster since the "damage" is done every

time the electricity is transferred out of the battery and also when it's on the fast charging.

Distributer of electric energy calculated by many different models that the compensation for

the usage of the private battery for sustainable energy cycle would be to the owner 100 EUR

annually. Therefore no owner would be interested to lend the battery knowing the price of the

battery and the reduction of the life span of the battery for such usage and since this also means

that the owner would need to charge the battery sooner since every time the electricity would

be reduced due to sharing. However at METRON they solved this issue partially with 2

batteries, one fixed and one removable (4) Additional results of the company may be found on:

https://eauto.si/en/projects/ (5).

Limitations: They are always difficulties and lessons learned by every projects. To state some

findings or lessons learned: Electric cars in the field of maintenance and servicing bring new

challenges to mechanical workshops, including for consumers. Much will change. Some things

remain the same, for example repairing collisions, and some failures are even more. The electric

version of the golf is heavier than the petrol version for 200 kilograms, while in the case of an

electric vehicle, the moment is even more violent. This means that they hit the entire chassis

when the car accelerates rapidly and regeneratively brakes, stronger. This results in faster wear

of chassis parts, which are the same as on diesel or petrol versions. The mechanics need to

realize that the work will be the same, but it will be less dirty. The most dirty work is lost, which

is also good for the environment, there will be no waste oil, DPF, gasoline, air, oil filters ... But

there will not be less repairs. With brakes and chassis, one can see that there are even more of

repairs. Brakes are less consumed, and they are more rusting and blocking due to less use (1).

Maintenance costs will not reduce and this is just what drivers of electric cars are reluctant to

hear, but not because things will be ruined. Some parts will have to be replaced because they

are badly made other because they make them so that they need to be changed. Already now

one can see what is going to break and what's wrong. The most damage is on the battery

81

charging systems. With conventional cars, one can only lose the fuel tank cap, or one can use

gasoline instead of diesel. For electric cars, there are more problems with charging. First of all,

they are seeing problems with charging cables, as it is not an ordinary cable, but electronics is

inside and is a subject to failure. Problems also occur on sockets and chargers. This is a circuit

that dies. These are just a few examples (2).

82

39_Strategic Research Innovation Partnership - SRIP MOBILITY - SRIP ACS+

Gorenjska


National government, automotive cluster Slovenia and other legal entities identified the need

to enhance innovation capacity with supporting open innovation concept in the field e-

mobility and of mobility on alternative fuels in general, sustainable mobility in terms of

transport modes and networking, contributing to the Strategy of smart specialisation of

Slovenia. The practice is introduced to inspire transnational stakeholder to network, connect

and cooperate on national and the transnational levels.

Short Description: Strategic development and innovation partnership in the field of mobility

will by providing non-material services contribute to a more successful and more ambitious

penetration of the Slovenian economy in the field of mobility to global markets, thus directly

contributing to the objectives of the Smart Specialization Strategy of Slovenia. The key goals

of the members and partnership SRIP ACS + as a whole are: To establish and upgrade the

culture of networking and the culture of open innovation among partners, Transition from the

development of individual components and materials to the development of more demanding

and more complex energy efficient products with higher added value, Strengthening the status

of Slovenian producers as pre-development suppliers , Increase in the value added of enterprises

by 20%.

Stakeholders: The automotive industry in Slovenia contributes roughly 10% to the gross

domestic product and more than 20% to Slovenian exports, while all members of SRIP ACS +,

including all areas of mobility, contribute to the gross social product more than 17%. The

industry generates â‚¬ 7.5 billion of annual revenues. More than 100 suppliers of 1 and 2 levels

and more than 600 sub-suppliers of lower levels of the supply chain operate in the Slovenian

automotive industry. In addition, more than 25% of all awarded innovations of the Chamber of

Commerce and Industry of Slovenia are derived from the automotive industry. The

beneficiaries of the practice are individual consortium partners that will work in different areas.

All of them will be oriented towards a common goal, making green mobility friendly and

accessible to the user. The partners of the initiative group and the signatories of the letter of

Relative advantage ★★★★★ Awareness ★★★★☆


Vehicle performance ★★★★☆ Energy system ★★★★☆

83

intent are (in alphabetical order) ABC rent a car and tourism d.o.o. - Europcar Slovenia,

ABELIUM doo, ADVENTURA HOLDING doo, AVANTCAR, business engineering doo,

AVRIGO doo, CELJSKI SEJE dd, SOCIETY WITH RALLY, E3, energy, ecology, economy

doo, ELAPHE doo, ELECTRICAL VEHICLES F doo, ELEKTRO PRIMORSKA dd, ETI dd,

ETREL doo, GOR KOLESA doo, GOLEA, Goriska local energy agency, HIDRIA doo, IOLAR

doo, ISKRA Mehanizmi doo, IZOLETNIK Celje doo, KOLEKTOR GROUP doo, KORONA

InÅ¾eniring dd, City Municipality of Celje, City Municipality of Koper, City Municipality of

Nova Gorica PLAN-NET SOLAR doo, PODKRIÅ½NIK doo, DEVELOPMENT CENTER

NOVO MESTO doo, ROTARY KLUB IDRIJA, ROTARY DISTRICT 1912 (Slovenia),

SiEVA doo, Strategic, City Municipality of Novo mesto, City Municipality VELENJE, NGV

doo, Development Innovation Partnership in the field of Mobility SRIP ACS +, Å PICA

International doo, TPV doo, UP FACULTY OF MANAGEMENT, ZAG CIVIL

ENGINEERING AGENCY, TRAFFIC ASSOCIATION GZS, partner in SRIP ACS +. SRIP

ACS +, in cooperation with the Association for Transport at the Chamber of Commerce and

Industry of Slovenia, runs the ACS Slovenian Automotive Cluster and brings together over 80

Slovenian companies.


Results: The project is in the phase of implementation therefor other results beside the ones

described above are not yet available. ACTION PLAN SRIP ACS+ HAS BEEN CONFIRMED

09.07.2017 Working group of state secretaries for implementation of Slovene Smart

Specialization Strategy (DSDS S4) has fully supported and confirmed Action plan SRIP ACS+.

All focus fields including a pilot project EDISON have been approved. Our work will be

directed towards the developement of new products, solutions and technologies in focus fields

(with product lines), in accordance with the approved action plan. 1. (a) Systems for e-mobility

and energy storage. (b) Systems and devices for the main electrical drives of vehicles. (c)

Systems and devices for the auxiliary electrical drives of vehicles. (d) Systems and devices for

energy storage and thermal management 2. (a) Niche components and systems for cleaner and

more efficient internal combustion engines. (b) Advanced systems and devices for data capture.

(c) Advanced drives and actuators for environmentally-friendly internal combustion engines.

(d) Advanced integrated components. 3. (a) Systems and components for safety and comfort

(b) Actuator systems. (c) Electronic and sensor systems. (d) Active-passive structural

components 4. (a) Advanced transportation and logistics including business models. (b) Data

84

driven cooperative economy. (c) Fleet management, optimization of logistics systems as well

as business and technological solutions that will be integrated into the systems of mobility and

logistics. 5. (a) Advanced infrastructure. (b) Digitalized and integrated infrastructure. (c)

Charging infrastructure 6. Digitization, new technologies and new materials to achieve higher

competitiveness In addition, we will work on content related to the development of human

resources, internationalization, support for small and medium-sized enterprises, and the

common EDISON initiative, with which we want to achieve the ambitious goal of establishing

Slovenia as a reference country for green mobility. Working group of state secretaries (S4) has

also confirmed table of priorities of SPS (S4) and their focus fields and technologies.

http://www.acs-

giz.si/resources/files/SRIP_Mobilnost_KLJUNE_USMERITVE_oddaja_21062017_ENG.pdf


85

Other

40_Monitoring solutions for biogas production

Kainuu

Start 01.08.2016 End 31.12.2018

Duration 29 months

Biogas production processes are often demanding to control and targeted expertise is often not

available for dispersed production sites.

Short Description: Biogas production processes are often demanding to control. New

continuous monitoring solutions developed in Kainuu area offer possibilities for biological

process monitoring and remote control for the production units. This supports the production

operations in small-volume and dispersed settlements, eg. in agricultural settings. This supports

the future utilization of gas as a fuel for vehicles or for agricultural heavy vehicles.

Stakeholders: KAMK University of Applied Sciences, Oulu University Measurement

Expertise Center Mity, Natural resource institute LUKE, Biogas production operators (Jeppo

Biogas), regional farmers, SMEs operating as remote control support service providers.

Allocated resources: 70 000 1,5 (FTE)

Results: 1) the online monitoring of the biological process is estimated to cut down the new

biogas rector ramp-up time with 15-25 % and provide early warning solutions for disruptions

biological processes. 2) remote support solutions provide new business for local SMEs and

provide early warning solutions for biogas production units.

Limitations: The named best practise is a supportive initiative for alternative biofuel

production units. It does not straightly contribute to traffic use or new production site launching

possibilities. One remarkable constraint for traffic use is the investment for gas purification,

upgrading and packing for fuel use. The named best practise does not remove this investment

bottleneck.

Relative advantage ★★★★☆ Awareness ★★☆☆☆

Ease of use ★★★★☆ Environmental ★★★☆☆

Vehicle performance ★★☆☆☆ Energy system ★★★★☆

86

6. Analysis

Next, an analysis of the suitability of certain types of policy measures will be presented per

group of regions identified to be similar in the regional context analysis. To evaluate a region’s

suitability for certain policy measures, the regional sensitivity to local indicators (see section

3.2.1 ‘Identifying measures with potential for transfer’) will be compared with the actual values,

identified in the regional context analysis. As in this analysis, values from regions performing

better on a certain indicator were indicated in yellow, while lesser values were indicated in

green. Combination of a green value with a ‘+’ sign, or on the other hand, a blue value combined

with a ‘-‘, might indicate better suitability for this kind of measure in the analysed region. Green

values combined with ‘-‘ or blue values combined with ‘+’ don’t necessarily mean measures to

be ineffective, it means other regions might be more suitable for this type of policy instrument.

Figure 8: Colour labels indicating height of regional indicators with respect to the other regions

6.1 Suitability of policy measures in a regional context

Group 1: Rogaland

The first group that was distinguished in the regional context analysis consists the Norwegian

region Rogaland, scoring higher than the other partner regions on economic, energy and current

state of e-mobility indicators. Comparing the influence of the regional indicators on the

different types of Good Practices with the actual numerical values from the associated Regional

Context Analysis reveals a potential for charging and tolling policies, indicated by the region

size, total number of vehicles and average income. Existing bridges, ferry lines and tunnels

provide a plenty of opportunity as well. Given the high number of electric vehicles and the

relatively low number of available charging infrastructure per electric vehicle, the installation

of charging infrastructure might be desired. When focus is directed on installing extra charging

infrastructure, it might be interesting to keep in mind spatial planning to enhance the impact of

this policy instrument (see table 2, section 3.2.2 ‘Packaging and dimensioning the measures for

transferring’). Lastly, the vast amount of electric cars in the region might indicate a need for

training, education and research programs, to train users and mechanics in using and working

with this new technology and promote research to further improve the technology and overcome

technological barriers.

87

Table 3: Rogaland

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V


Charging infrastructure ➕ ➕ ➕ ➕ ➕ ➕ ➕ ➖ ➖



➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕

Public-private partnership ➖ ➕ ➕ ➕ ➕ ➕

Other:

Promotion & awareness ➖ ➕ ➕ ➕ ➕ ➕ ➕ ➖ ➕ Research, training &

education ➕ ➕ ➕

Group 2: Brescia and Flanders

The second group that was distinguished in the regional context analysis consisted of Brescia

and Flanders. They differentiate themselves from other regions on economic and mobility

indicators. Given the region size, large population and high number of total vehicles in both

regions, as well as a relatively high average income, charging and tolling policies might present

some unexploited opportunities. Given the current state of available charging infrastructure in

Brescia, as well as taking into account the numbers of chargers per EV in Flanders, it might be

opportune to deploy extra charging infrastructure. Region size of both regions might indicate

appropriateness of a focus on spatial planning to increase the effectiveness of the installed

chargers. Population and total vehicle numbers could hint potential for measures targeting

alternative fuel vehicles in public transport. The relatively high income, high number of total

vehicles and high number of cars per household, combined with a relatively low level of market

penetration of electric vehicles assumes a big opportunity for promotion and awareness

campaigns in the regions.

88

Table 4: Brescia

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:


Research, training & education ➕ ➕ ➕

Additionally, the higher value of environmental awareness shown in the region of Flanders

might indicate extra support within the population for niche market- and public-private

partnership measures.

Table 5: Flanders

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V




Public transport ➖ ➕ ➕ ➕ ➕ ➕ ➕

Niche markets ➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other



89

Group 3: Attica and Bucaresti

The third group identified in the regional context analysis consists of Attica and Bucaresti. The

group distinguished themselves from group 4 through the higher level of development in the

field of e-mobility.

After analysing the regional indicators of Attica with respect to their influence on the

effectiveness of types of policy measures, a potential for the development of charging

infrastructure, focus on spatial planning, alternative fuel vehicles in public transport, promoting

e-mobility in niche markets and awareness campaigns can be identified. Given the higher

population density, a lack of a sufficient amount of home charging availability can be assumed.

Additionally, a lack of available charging infrastructure per electric vehicles, results in the

suitability for extra charging infrastructure. To deliberately make use of the scare locations and

financial resources it could be appropriate to consider spatial planning. The smaller region size

combined with the higher population density provides opportunities for promoting alternative

fuel vehicles in public transport or the use of e-mobility in niche markets. The higher amount

of total vehicles in the region could be diminished as well. Finally, the region shows prospects

for promotion and awareness campaigns, indicated by the relatively low level of market

penetration of e-mobility, the region size and population density facilitating the campaign’s

reach and the large vehicle fleet proving a huge opportunity for transformation.

Table 6: Attica

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



90

On the other hand, Bucaresti region could greatly benefit from a focus on deployment of

charging infrastructure measures, shown by the population density and lack of available

charging infrastructure. Gross Regional Product and the population density suggest the

importance of strategically placing the charging infrastructure network and keeping in mind

spatial planning. Region size combined with the large population, resulting in the high

population density, suggest opportunities for alternative fuel vehicles in public transport and

niche market fleets. Lastly, the small distances in the region and high total amount of vehicles,

suggest a high potential for transformation to e-mobility, promotion and awareness campaigns

should be considered to stimulate this process. The high population density of the region could

affect the cost effectiveness of such measures in a positive way.

Table 7: Bucaresti

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



Group 4: Calabria, Gorenjska, Kainuu and Zemgale

The last group of regions identified in the regional context analysis consists of Calabria,

Gorenjska, Kainuu and Zemgale. Compared to the other groups, regional indicators are not as

prominent, current state of e-mobility inclusive, making the transferability analysis not as

obvious as for other regions. Although there are clearly opportunities for e-mobility in the

region, indicated by the level of environmental awareness and cars per household, the Calabria

region shows an distinct shortage of charging infrastructure. Region size and a possible deficit

for economical means, might imply a need for spatial planning. A similar reasoning -a high

level of environmental awareness, a high number of cars per household and a still low level of

91

market penetration of electric vehicles- could be used to assume the necessity for extra

promotion and awareness campaigns.

Table 8: Calabria

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



A similar image can be found in Gorenjska, though the larger region stresses the importance of

sufficient charging infrastructure or operability of electric vehicles will be jeopardized.

Table 9: Gorenjska

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



92

Region size in Kainuu might indicate opportunities for charging and tolling measures, as well

as the need for sufficient charging infrastructure to allow long distance travel. A possible lack

of economic means, as well as the larger region size, indicate the need for strategical planning

of the needed charging infrastructure. The total numbers of vehicles and the level of

environmental awareness might be an indication of potential transfer to e-mobility and

opportunity for promotion and awareness campaigns.

Table 10: Kainuu

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



Finally, though the region size of Zemgale region is relatively small, allowing easy operability

for electric vehicles within the region, levels of market penetration and available infrastructure

are still low. Designated policy measure are probably installing sufficient charging

infrastructure and creating awareness for the new technology. Given the higher region size, to

allow long distance travel, and scarce resources enhancing the potential of a charging

infrastructure policy could be recommended.

93

Table 11: Zemgale

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V





➖ ➕ ➕ ➕ ➕ ➕ ➕ Niche markets & urban

logistic ➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other:



6.2 Overview Performance Indicators Good Practices

After assessing the transferability of certain types of policy measures to each of the partner

regions, policy instruments per theme will be evaluated on terms of ease of implementation,

impact and benefit-cost ratio. Result are represented next, using the same numbering as in

section 5 ‘Overview of Good Practices’.

Table 12: Charging and tolling policies favouring e-vehicles

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

01_Mobility in the urban area: regional incentives to purchase commercial vehicles

Brescia 15 Regional +2 +2 X

02_Mobility in urban areas: taxis Brescia 12 Regional +1 +1 X

03_Move in Green

Brescia n/a Regional +1 +1 X

04_PRICE LIST of Chamber of Commerce implemented with costs for charging post installation

Brescia 12 Federal +2 +2 X

05_ Regional Law for reducing emobility costs (Law n.13, July 2003)


06_Vehicle to grid in the energy communities Calabria 30 Local +2 +2 X

07_Urban environment projects financed through toll collection

Rogaland 180 Regional -2 +2 X

94

08_Charging and tolling policies favouring vehicles

Bucharest-Ilfov

36 Federal +3 +3 X

Table 13:Development of charging infrastructure

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

09_”Ricarica Valli Bresciane" Project Brescia 60 Regional 0 +1 X

10_Public tender for the development of charging infrastructure networks for e-vehicles

Calabria 3 Regional +1 +2 X

11_Development, construction and operation of the first standalone Solar Electric-Vehicle (EV) Charging Station in the country, "CARPORT”

Attica 10 Local +1 +2 X

12_Installation of 4 Vehicle-2-Grid electric vehicles charging stations in Meltemi, Greece (SHAR-Q project)

Attica 36 Regional 0 +3 X

13_Deployment of public charging infrastructure in Flanders Region

Flanders 45 Regional +1 +3 X

14_Development of charging infrastructure Bucharest-Ilfov

48 Local +2 +3 X

15_Development of charging infrastructure Bucharest-Ilfov

13 Local +2 +3 X

Table 14: Integration of charging infrastructure and charging hubs in spatial planning

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

16_Lombardy Region - Regional Strategy And Guidelines For Electric Mobility


17_Participation to ministerial project “CReIAMO PA”

Brescia n/a Federal +2 +3 X

18_Regional and provincial guidelines for electric charging infrastructure


19_Working group for electric mobility in Lombardy (mel)

Brescia 36 Regional +1 +1 X

20_Cycle Path Implementation Program - Plan of Regional Transport of Calabria

Calabria 62 Federal +1 +3 X

95

Table 15:Supporting to the deployment, purchase of alternative fuel vehicles in public transport by financial

incentives and setting up regional financial support schemes

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

21_PISL- Better moving Calabria 96 Regional +2 +2 X

22_Eco Fund subventions of the Slovenian national government

Gorenjska n/a Federal +3 +3 X

23_Outsourcement of Group purchase electric cars


24_Demo project of three battery buses Rogaland 60 Regional -1 +2 X

Table 16:Promotion of electromobility in niche market fleets

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

25_City Logistics Calabria 72 Federal +3 +3 X

26_Shared electric city bikes Rogaland n/a Regional +2 +3 X

27_Electric cars for municipal services Zemgale 9 Local -1 +1 +2

Table 17: Promotion of new measures favouring public-private partnership in e-mobility sector

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

28_EVAI PROJECT Brescia n/a Regional +2 +2 X

29_EDISON - Eco Driving Innovative SOlutions and Networking

Gorenjska 58 Federal +2 +2 X

30_Promotion of the use of electric scooters in urban areas through the development of sustainable market model

Attica 30 Regional +2 +2 X

31_Green Deal instrument (governance) Flanders 21 Regional 0 +1 X



96

Table 18: Promotion & awareness

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

33_Metropolitan chart of electric mobility and EMOB event - Lombardy Region



Flanders n/a Regional +3 +3 X

Table 19:Research, training & education

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

35_e-HUB - virtual and physical help-desk for e-mobility and charging infrastructures


36_Training courses for mechanics of e-vehicles


37_Electrical Retrofit of a Minicar Calabria n/a Regional +1 +3 X

38_Metron Gorenjska n/a Federal +2 +2 X

39_Strategic Research Innovation Partnership “SRIP MOBILITY” SRIP ACS+

Gorenjska 58 Federal +3 +3 X

Table 20: Other

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

40_Monitoring solutions for biogas production Kainuu 29 Local +2 +1

97

7. Conclusion

In the context of the Interreg project e-MOPOLI, 9 regions in Europe committed to reduce CO2

emissions by promoting the use of alternative fuel vehicles in their region. Throughout the

project a Regional Context Analysis was conducted followed by this Regional Sourcebook of

Good Practices. This sourcebook allows the participating regions to understand the sensitivity

of policy measures to a local context, as well as the enhancing impact of measures on one

another (see section 3.2.1 ‘Identifying measures with potential for transfer’ and section 3.2.2

‘Packaging and dimensioning the measures for transferring’). An analysis (see section 6

‘Analysis’) compared the theoretical influence of the regional context indicators to the actual

regional indicators from the associated Regional Context document.

Analysis of regional suitability for certain types of policy measures unveiled potential for

charging and tolling policies in regions where geographical or infrastructure characteristics

provide opportunities, combined with an adequate number of provided users. Brescia, Flanders,

Kainuu and Rogaland were identified as favourable receptors for these kind of policy measures.

As stated in the literature review, the availability of charging infrastructure is one of the greatest

predictors for market uptake, allowing long distance ravel and operability in regions with a high

population density. This is identified as a relevant policy measure in every region. Section 3.2.2

‘Packaging and dimensioning the measures for transferring’ elaborates on the enhancing effect

of policy measures when combined with others. The effectiveness of charging infrastructure

can be magnified when spatial planning is considered.

Financial and technological operability of alternative fuel vehicles in public transport and niche

markets is difficult in larger regions and regions with a low population density. Additionally, a

minimum of available charging infrastructure can be useful to enhance operability. Suitable

regions that were identified are Attica, Brescia, Bucaresti and Flanders.

Promotion and awareness campaigns are considered beneficial in every region except

Rogaland, where the high level of market penetration for electric vehicles indicates already a

high level of awareness already and, additionally, acts as a promotion campaign itself. The high

level of market penetration in this region might indicate the need for adequate and properly

trained technicians.

An overview of these summarizing findings can be found in table 21.

98

Table 21: Overview suitability of themes of policy measures

Ch

argi

ng

& t

olli

ng

Ch

argi

ng

infr

astr

uct

ure

Spat

ial p

lan

nin

g

Alt

ern

ativ

e fu

el v

ehic

les

in p

ub

lic t

ran

spo

rt

Nic

he

mar

kets

& u

rban

logi

stic

Pu

blic

-pri

vate

par

tner

ship

Oth

er:

Pro

mo

tio

n &

aw

aren

ess

Res

earc

h, t

rain

ing

&

edu

cati

on

Rogaland ✔ ✔ ✔ ✔

Brescia ✔ ✔ ✔ ✔ ✔

Flanders ✔ ✔ ✔ ✔ ✔ ✔ ✔

Attica ✔ ✔ ✔ ✔ ✔

Bucaresti ✔ ✔ ✔ ✔ ✔

Calabria ✔ ✔ ✔

Gorenjska ✔ ✔ ✔

Kainuu ✔ ✔ ✔ ✔

Zemgale ✔ ✔ ✔

99

8. References

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the urban environment. Transportation Research Part D: Transport and Environment,

25, 18–23. https://doi.org/10.1016/j.trd.2013.07.005

Broadbent, G., Metternicht, G., & Drozdzewski, D. (2019). An Analysis of Consumer

Incentives in Support of Electric Vehicle Uptake: An Australian Case Study. World

Electric Vehicle Journal, 10(1), 11. https://doi.org/10.3390/wevj10010011

Cai, H., Jia, X., Chiu, A. S. F., Hu, X., & Xu, M. (2014). Siting public electric vehicle

charging stations in Beijing using big-data informed travel patterns of the taxi fleet.

Transportation Research Part D: Transport and Environment, 33, 39–46.

https://doi.org/10.1016/j.trd.2014.09.003

Coffman, M., Bernstein, P., & Wee, S. (2017). Electric vehicles revisited: a review of factors

that affect adoption. Transport Reviews, 37(1), 79–93.

https://doi.org/10.1080/01441647.2016.1217282

Davies, H., Santos, G., Faye, I., Kroon, R., & Weken, H. (2016). Establishing the

Transferability of Best Practice in EV Policy across EU Borders. Transportation

Research Procedia, 14, 2574–2583. https://doi.org/10.1016/j.trpro.2016.05.350

Dolowitz, D. P., & Marsh, D. (2000). Learning from Abroad: The Role of Policy Transfer in

Contemporary Policy-Making. Governance: An International Journal of Policy and

Administration, 13(1), 5–24. https://doi.org/10.1111/0952-1895.00121

Glossary | Interreg Europe. (n.d.). Retrieved April 5, 2019, from

https://www.interregeurope.eu/help/glossary/

Interreg Europe. (n.d.). Retrieved April 8, 2019, from https://www.interregeurope.eu/

Krause, R. M., Carley, S. R., Lane, B. W., & Graham, J. D. (2013). Perception and reality:

Public knowledge of plug-in electric vehicles in 21 U.S. cities. Energy Policy, 63(2013),

433–440. https://doi.org/10.1016/j.enpol.2013.09.018

Kuby, M., Lines, L., Schultz, R., Xie, Z., Kim, J. G., & Lim, S. (2009). Optimization of

hydrogen stations in Florida using the Flow-Refueling Location Model. International

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https://doi.org/10.1016/j.ijhydene.2009.05.050

Liao, F., Molin, E., & van Wee, B. (2017). Consumer preferences for electric vehicles: a

literature review. Transport Reviews, 37(3), 252–275.

https://doi.org/10.1080/01441647.2016.1230794

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Macário, R., & Marques, C. F. (2008). Transferability of sustainable urban mobility measures.

Research in Transportation Economics, 22(1), 146–156.

https://doi.org/10.1016/j.retrec.2008.05.026

Mahmoud, M., Garnett, R., Ferguson, M., & Kanaroglou, P. (2016). Electric buses: A review

of alternative powertrains. Renewable and Sustainable Energy Reviews, 62, 673–684.

https://doi.org/10.1016/j.rser.2016.05.019

Mersky, A. C., Sprei, F., Samaras, C., & Qian, Z. S. (2016). Effectiveness of incentives on

electric vehicle adoption in Norway. Transportation Research Part D: Transport and

Environment, 46, 56–68. https://doi.org/10.1016/j.trd.2016.03.011

Schroeder, A., & Traber, T. (2012). The economics of fast charging infrastructure for electric

vehicles. Energy Policy, 43, 136–144. https://doi.org/10.1016/j.enpol.2011.12.041

Sierzchula, W., Bakker, S., Maat, K., & Van Wee, B. (2014). The influence of financial

incentives and other socio-economic factors on electric vehicle adoption. Energy Policy,

68, 183–194. https://doi.org/10.1016/j.enpol.2014.01.043

Transport and Environment. (2016). Electric Vehicles in Europe - 2016 - Approaching

adolescence. https://doi.org/10.2800/100230

Vanhaverbeke, L., & Van Sloten, R. (2018). Easy mobility incentives for electric vehicles:

Best practices based on an international expert survey. 2018 13th International

Conference on Ecological Vehicles and Renewable Energies, EVER 2018, 1–5.

https://doi.org/10.1109/EVER.2018.8362401

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https://doi.org/10.1016/j.enpol.2011.07.055

101

Appendix A – Interreg template

Good Practice template

▪ All Good Practices identified by an Interreg Europe project and reported in the progress reports have to be submitted to the Programme.

▪ In order to submit a practice, you will have to register in the Interreg Europe website. Online submission will be available the first semester of 2017.

▪ NB: in orange: 2 optional fields. All other fields are compulsory.

1. General information

Title of the practice [100 characters]

Does this practice come from an Interreg Europe Project

Yes or no

[Technical: Good Practices outside the IR-E projects relevant to the topics and validated by the Policy Learning Platforms experts will also be included in the database]

In case ‘yes’ is selected, the following sections appear:

Please select the project acronym Drop down menu with all acronyms

Specific objective Drop-down list of the 6 specific objectives [Technical: In case a project is selected, the specific objective is automatically completed]

Main institution involved [Technical: The name of the institution and location of the practice are per default those of the practice author. They remain editable.]

Location of the practice Country Drop-down list

NUTS 1 Drop-down list



102

2. Detailed description

Detailed information on the practice

[1500 characters] Please provide information on the practice itself. In particular:

- What is the problem addressed and the context which triggered the introduction of the practice?

- How does the practice reach its objectives and how it is implemented? - Who are the main stakeholders and beneficiaries of the practice?

Resources needed [300 characters] Please specify the amount of funding/financial resources used and/or the human resources required to set up and to run the practice.

Timescale (start/end date) e.g. June 2012 – May 2014/ongoing

Evidence of success (results achieved)

[500 characters] Why is this practice considered as good? Please provide factual evidence that demonstrates its success or failure (e.g. measurable outputs/results).

Difficulties encountered/ lessons learned

[300 characters] Please specify any difficulties encountered/lessons learned during the implementation of the practice.

Potential for learning or transfer

[1000 characters] Please explain why you consider this practice (or some aspects of this practice) as being potentially interesting for other regions to learn from. This can be done e.g. through information on key success factors for a transfer or on, factors that can hamper a transfer. Information on transfer(s) that already took place can also be provided (if possible, specify the country, the region – NUTS 2 – and organisation to which the practice was transferred)

[Technical: A Good Practice be edited throughout a project life time (e.g. to add information on the transfers that have occurred)]

Further information Link to where further information on the Good Practice can be found

Contact details [Technical: the contact details will be visible only to “Policy Learning Platforms registered members”

Name

Organisation

Email

Expert opinion [500 characters] [Technical: to be filled in by the Policy Learning Platforms experts]

103

Appendix B – e-MOPOLI survey for Good Practices

eMOPOLI survey for Good Practices

Start of Block: Default Question Block

Dear e-MOPOLI partners,

In order to identify Good Practices with respect to alternative fuel vehicles, we're kindly

asking you to submit short descriptions on practices from your region (or elsewhere, if you

find them very inspiring), by filling out this survey at latest on Friday December 7th.

Kindly provide as much information as possible by answering all the questions in the survey.

The questions are based on the INTERREG template for Good Practices and your answers

will be a good basis for us to develop an elaborated description for inclusion in the eMOPOLI

Good Practice Sourcebook. In case you do not know the answer to a particular question, you

can of course skip it.

If you wish to submit more than 1 practice (please feel free to do so!), complete one survey

per practice.

The overview of received Good Practices will be presented to you at the eMOPOLI event in

Brussels on December 12-13th, where we will also make a first selection among the submitted

suggestions.

If you have any questions about the survey or Good Practices, send an e-mail to

[email protected].

Thank you very much in advance for your cooperation!

Kind regards,

Jordi Broos

Page Break

104

General information:

Q1 Title of the Good Practice:

________________________________________________________________

Q2 Short description of the practice (summarize in 3-5 sentences the main idea):

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

Q3 What is/was the problem addressed and the context which triggered the introduction of the

practice ?

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

Q4 Does this practice come from an Interreg Europe Project?

o Yes (1)

o No (2)

o I don't know (3)

105

Q5 Location of the practice:

o Attica (1)

o Brescia (2)

o Bucharest-Ilfov (3)

o Calabria (4)

o Flanders (5)

o Gorenjska (6)

o Kainuu (7)

o Rogaland (8)

o Zemgale (9)

o Other (10) ________________________________________________

Q6 What is/was the timing of the practice?

o Start period (dd/mm/yyyy) (1)

________________________________________________

o End period (dd/mm/yyyy) (2)

________________________________________________

o Duration (months) (3) ________________________________________________

106

Q7 On what policy level would you situate this practice?

o Federal level (1)

o Regional level (with exclusive e-mobility authority) (2)

o Regional level (with local e-mobility authority) (3)

o Local level (e.g. municipality) (4)

Q8 Status

o Planned (1)

o Ongoing (2)

o Finished (3)

Q9 Participating stakeholders (kindly list all parties involved):

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

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107

Detailed description:

Q10 What is/was the main theme of the Good Practice?

o Charging and tolling policies favouring e-vehicles (1)

o Development of charging infrastructure (2)

o Integration of charging infrastructure and charging hubs in spatial planning (3)

o Support to the deployment, purchase of alternative fuel vehicles in public transport by

financial incentives and setting up regional financial support schemes (bus & ferry

fleet) (4)

o Promotion of electromobility in niche market fleets (i.e taxi and urban logistics) (5)

o Promotion of new measures favouring public-private partnership (PPP) in e-

mobility sector (6)

o Other (please specify): (7)

________________________________________________

108

Q11 Which dimension is/was targeted with this practice? - Multiple options possible

▢ Relative advantage (Doest it give a distinct advantage over internal

combustion engine vehicles?) (1)

▢ Ease of use (Does it make alternative fuel vehicles more convenient and

enjoyable to use?) (2)

▢ Vehicle performance (Does it enhance the design, construction and

performance of alternative fuel vehicles?) (3)

▢ Awareness (Does it help people to better understand alternative fuel vehicles?)

(4)

▢ Environmental (Does it provide direct environmental benefits?) (5)

▢ Energy system (Does it enhance the management and operation of energy

systems?) (6)

▢ Other (please specify): (7)

________________________________________________

Q12 What are/were the a priori set objectives ? - If not applicable please write n/a

o Vehicles (1) ________________________________________________

o Charging Infrastructure (2)

________________________________________________

o Emmisions saved (3) ________________________________________________

o Other (4) ________________________________________________

109

Q13

How would you estimate the general impact of the practice?

o -3 (Very Low) (1)

o -2 (2)

o -1 (3)

o 0 (None) (4)

o +1 (5)

o +2 (6)

o +3 (Very high) (7)

Q14 How would you estimate the ease of implementation of the practice?

o -3 (Very hard) (1)

o -2 (2)

o -1 (3)

o 0 (Neutral) (4)

o +1 (5)

o +2 (6)

o +3 (Very easy) (7)

110

Q15 How would you estimate the performance of the practice on the following criteria?

Relative

advantage (1)

Ease of use (2)

Vehicle

performance

(3)

Awareness (4)

Environmental

(5)

Energy system

(6)

Q16

Quantitative evidence of success (results achieved): was there an increase/saving on the

following criteria?

If not applicable, not measured or unknown to you, please write n/a

o Electric vehicles (1) ________________________________________________

o Charging infrastructure (2)

________________________________________________

o Emission saved (3) ________________________________________________

o Other (4) ________________________________________________

Q17 Is/was there a subsidy/government budget for this practice?

o Yes (1)

o No (2)

o I don't know (3)

111

Q18 Kindly provide an estimation of the allocated resources:

If not applicable or unknown to you, please write n/a

o Budget (in €) (1) ________________________________________________

o Employees (FTE) (2) ________________________________________________

Q19 Shortly describe any constraints/ difficulties encountered/ lessons learned:

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

________________________________________________________________

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112

Contact information:

If you have contact details of the project/practice leader, we would really appreciate the

information; otherwise, please provide your own contact details.

Q20 Name

________________________________________________________________

Q21 Organisation

________________________________________________________________

Q22 E-mail

________________________________________________________________

Q23 Link to where further information on the Good Practice can be found - optional

________________________________________________________________

Q24 Would you like to receive a summary review of your response via e-mail?

o Yes (5)

o No (6)

End of Block: Default Question Block

113

Appendix C – How to interpret and use the Sourcebook of Good Practices ?

Because it’s very important to fully understand the insights provided by the Sourcebook, we’ve decided

to create a tutorial on how to interpret and use the sourcebook. We’ll start by explaining how the

transferability analysis was done and how to interpret the different elements of it. Hopefully this will

allow a better understanding. Next, we’ll work out an example case on how the sourcebook can be

used

The Transferability analysis

The first step of the Transferability analysis consists out of table 1 from the Sourcebook of Good

Practices, where the regional influence on policy instruments is mapped out.

Sourcebook Table 22: Overview influence on policy instruments from regional indicators

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l BEV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V


Charging infrastructure ➕ ➕ ➕ ➕ ➕ ➕ ➖ ➖



➖ ➕ ➕ ➕ ➕ ➕


➖ ➕ ➕ ➕ ➕ ➕ ➕

Public-private partnership

➖ ➕ ➕ ➕ ➕

Other:



➕ ➕ ➕

➕: positive effect on effectiveness ➖: negative effect on effectiveness blank: no significant effect

Let’s consider the impact of some of these regional indicators on the deployment of extra charging

infrastructure as an example: the table shows a positive effect of the region size on the effectiveness

of this policy instrument. In larger regions, you’ll have to drive longer distances. This can explain the

extra need for and effectiveness of this policy instrument in larger regions.

The second step is the state of regional indicators, that we’ve listed in the Regional Context Analysis.

Here, we’ve compared regional indicators on various topics among the project partner regions. Values

were color labeled according their position to one another. The highest values, having a positive impact

on the adoption of e-mobility, of the partner regions received a green value. The lowest values, having

a negative impact on the adoption, were given a blue value. The other colors are in between.

Hereby you find two examples:

114

EU28 Brescia Calabria Gorenjska Attica Flanders Kainuu Rogaland Bucaresti Zemgale

Region Size 4.469.668 23.864 15.222 2.137 3.817 13.599 22.688 9.363 1.804 10.732

RCA Table 23: Overview region sizes in square km

Table 3 from the Regional Context Analysis allows us to compare the region size of the different partner

regions. We see that Bucaresti has the lowest region size (hence the blue colour) and Brescia is the

largest region (indicated with a green colour). Note: lowest or highest of the partner regions, not of

Europe.

EU28 Brescia Calabria Gorenjska Attica Flanders Kainuu Rogaland Bucaresti Zemgale

Population 511.522.671 10.019.166 1.965.128

203.800 3.773.559 6.526.061

73.085 473.525 2.287.347 232.759

RCA Table 24: Overview total population

Table 8 from the Regional Context analysis compares the total number of inhabitants, for all the

partner regions. We can see that Brescia has the largest population (indicated in green) and Kainuu

has the smallest number of inhabitants (indicated in blue).

Sourcebook Table 25: Flanders

Reg

ion

siz

e

Tota

l po

pu

lati

on

Po

pu

lati

on

den

sity

Envi

ron

me

nta

l aw

are

nes

s

GR

P

GR

P p

er

cap

ita

Ave

rage

Inco

me

Tota

l veh

icle

s

Car

s p

er h

ou

seh

old

Tota

l EV

s

Ava

ilab

le E

VSE

Ch

arge

rs p

er E

V




Public transport ➖ ➕ ➕ ➕ ➕ ➕ ➕

Niche markets ➖ ➕ ➕ ➕ ➕ ➕ ➕ ➕


Other



This brings us at the third and final step of the transferability analysis. The relative position of the

project partner’s regional indicators, as shown in step 2, is compared to the influence of the regional

indicators on the effectiveness of the different types of policy instruments (step 1). A certain type of

policy instrument that shows positive effects from specific regional context indicators (indicated by

‘➕’) combined with a relative higher position (indicated in green) of these regional context indicators

means that the policy instrument is relatively easier transferable to this region, in comparison to the

other partner regions. Same goes when a certain type of policy instrument is negatively affected by

certain regional indicators (indicated by ‘➖’) and a relatively lower value of these indicators (indicated

in blue).

115

On the other hand, when a type of policy instrument is affected positively by certain regional context

indicators and they show relatively low values, this policy instrument might be less easy to transfer to

that region. Again, same goes when a certain type of policy instrument is affected negatively by certain

regional indicators, but relatively high values are shown.

In the case of Flanders for example (see Sourcebook table 5), we can conclude that all types of policy

instruments will be transferable, because of the overall relatively higher values (indicated in green)

combined with the positive effect on transferability of policy instruments (indicated with the ‘➕’ signs).

However, the relatively high region size will have a negative impact on the effectiveness or

deployability of alternative fuel vehicles in public transport, niche markets and public-private

partnerships, since region size has a negative effect on the transferability of these policy instruments

(indicated by the ‘-‘ signs). Negative effects on the effectiveness of promotion and awareness

campaigns can be detected as well, affected by the larger region size and relatively higher current

availability of electric cars in the region. Though these instruments show affection by negative

influences, we foresee that the amount of positive effects will outweigh the negative effects.

So what’s next ?

We’ll continue to analyze the situation of Flanders as an example. In the previous paragraph we’ve

concluded that regional indicators show good prospects for the transferability of any type of policy

instrument. It then comes to the region to keep in mind the types of policy instruments it’s already

deploying and the direction it wants to take, heading into the future.

Let’s say Flanders has already invested a great deal in Public-Private Partnerships and available

charging infrastructure and wants to focus on the deployment of e-mobility solutions in niche market

fleets and raising awareness. Chapter 6 of the sourcebook provides us with a list of selected good

practices with some of their key performance indicators.

Sourcebook Table 26:Promotion of electromobility in niche market fleets

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

23_City Logistics Calabria n/a Federal +3 +3 X


Flanders n/a Regional +1 +2 X

25_Electric cars for municipal services Zemgale n/a Local -1 +1 X

116

Sourcebook Table 27: Promotion & awareness

Re

gio

Du

rati

on

Po

licy

Leve

l

Ease

of

Imp

lem

en

tati

on

Imp

act

Be

ne

fit-

cost

rati

o

31_Move in Green


32_Participation to ministerial project “CReIAMO PA”

Brescia n/a Federal +2 +3 X


Flanders n/a X +3 +3 X

Say the ministerial project of Brescia looks interesting, because of its estimated high performance

indicators. Chapter 5 of the sourcebook will then provide extra information of this policy instrument,

as well as the allocated resources needed to deploy this instrument.

interregional policy learning sourcebook of good …

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