output no. 3.4.2 of the rezipe project ... no. 3.4.2 of the rezipe project transferability criteria...

OUTPUT NO. 3.4.2 OF THE REZIPE PROJECT

TRANSFERABILITY CRITERIADate of preparation of this document: August 2013

2 D.3.4.2. Transferability Criteria

PROJECT COORDINATORMunicipal Authority of the provincial capital KlagenfurtMr Wolfgang Hafner [email protected]. +43 463 537 4885

Ms Anisa [email protected] Tel. +43 463 537 4284

Ms Gudrun [email protected]. +43 463 537 4891

AUTHOR OF THIS DOCUMENT

FGM-AMOR

Susanne Loch, Iris Pein, Doris Wiederwald

Contact: [email protected], Tel. +43 316 810451 55

ISOE

Tomas Hefter

[email protected]

Tel. +49 69 7076919 24

Start date of the project: 01/04/2010

End date of the project: 30/09/2013

Subsidy Contract 2CE268P3 in the Central Europe Programme

WWW.REZIPE.EU

LEGAL DISCLAIMER

The sole responsibility for the content of this document lies with the authors. It does not repre-sent the opinion of the European Communities. The European Commission is not responsib-le for any use that may be made of the information contained therein. REZIPE is co-funded by the European Union under the Central Europe - Programme.

D.3.4.2. Transferability Criteria 3

TABLE OF CONTENTS

1 ABOUT THE REZIPE PROJECT 4

1.1 Project Summary 4

1.2 The REZIPE consortium 4

2 GLOSSARY 5

3 SUMMARY 6

4 REZIPE DEMONSTRATIONS 7

4.1 Overview of REZIPE demonstrations 7

4.2 Detailed description of REZIPE demonstrations 8

4.2.1 City of Ljubljana, Slovenia 8

4.2.2 City of Bolzano, Italy 9

4.2.3 Reggio Emilia, Italy 10

4.2.4 Upper Austria, Austria 11

4.2.5 City of Klagenfurt, Austria 13

4.2.6 City of Györ, Hungary 14

5 TRANSFERABILITY CRITERIA 15

5.1 General considerations and success factors 15

5.1.1 Seven Lessons learnt 15

5.1.2 Important REZIPE success factors for e-mobility projects 16

5.1.3 Supporting policies 17

5.1.4 Target groups and business concepts 17

5.2 Charging Infrastructure 20

5.2.1 Planning phase 20

5.3 Electric-4-Wheel-Vehicles (E-vans, E-cars, Plug-In-Hybrids) 26


5.3.2 Procurement 27

5.4 Electric-2-Wheel-Vehicles (E-bikes, Pedelecs, E-Scooters) 28


5.4.2 Procurement 28

5.5 E-Mobility awareness raising and promotion 30

5.5.1 Involvement of Stakeholders 30

5.5.2 Planning and organisation phase 30

6 APPENDIX 33

7 LIST OF TABLES 33

6.1 Further information in short 33

6.2 Links 33


1.1 PROJECT SUMMARYREZIPE showed methods for reducing the emissions of carbon dioxide (CO2), nitrogen oxides (NOx)

and fine dust (PM10) by introducing zero emission vehicles (ZEV) in urban environments. The energy used in ZEV derives from renewable and clean energy sources. The vehicles were tested in pilot project demonstrations in six European cities.

Furthermore REZIPE • created a momentum for zero emission vehicles fed by renewable energy;• validated policy tools;• tested innovative approaches for public vehicles or joint Public-Private-Partnerships;• showed case pilot demonstrations in the field of electric mobility in five regions. The regions de-

monstrated the setup of the whole system: from the production and usage of renewable energy, to the establishment of concepts for commercial infrastructure and the procurement of vehicles for privates and commercial fleets;

• produced guidelines, a toolbox and template for follower cities to help cities/regions implementing ZEV in various other locations.

1.2 THE REZIPE CONSORTIUM

COORDINATOR

Municipal Authority of the provincial capital Klagenfurt AT

PROJECT PARTNERS

Austrian Mobility Research, FGM-AMOR AT

Province of Reggio Emilia IT

Institute of Traffic and Transport Ljubljana l.l.c. SI

Institute for Social-Ecological-Research ISOE DE

Municipality of Bolzano IT

Upper Austrian Academy for Environment and Nature AT

Elaphe ltd. SI

Pannon Novum Nonprofit Ltd.. HU

1 ABOUT THE REZIPE PROJECT


ABBREVIATION FULL NAME

e-XX electric – XX (e.g. vehicle, mobility, cars, bikes, …)

EUR Euro

EV Electric Vehicle

PV Photovoltaic

WI-FI here synonymous to Wireless Local Area Network, WLAN

ZEV Zero Emission Vehicles

ZEM Zero Emission Mobility

ZEP Zero Emission Platform

Table 1: Abbreviations used

2 GLOSSARY


The report is complementary to the Transferabil-ity Study (Deliverable 3.4 of the REZIPE project) and summarizes the experiences made under specific framework conditions by the REZIPE demonstrator regions when implementing the ZEV projects. It aims to provide guidance and lessons learned to potential follower regions wanting to imple-ment similar projects in their specific context.

The issues presented in this report have been obtained from the REZIPE regions within dif-ferent workshops, interviews and presentations at different meetings. They have been grouped along the project stages (planning, procure-ment) and cover hardware (infrastructure) but also soft factors (e.g. framework conditions, publicity measures…). All issues and recommendations have been generalised as far as possible and written in or-der to provide as many details as possible to potential followers.

In chapter 4 a summary of all REZIPE demon-strations in Slovenia, Italy, Austria and Hungary is given, where all regions and cities provide an overview of their actions. Beside the given results and outcomes, also aspects like costs

and additional supporting policies stand in the focus of this chapter. Out of the experiences the regions and cities made within their demonstra-tions it was possible to analyse the most impor-tant ones to find the core of any transferability possible.In chapter 5 these general and detailed Trans-ferability Criteria are listed. The chapter starts with a general overview, giving the most crucial lessons learnt as well as REZIPE success fac-tors and some general considerations about supporting policies, target groups and business concepts.Before describing potential criteria in detail, a table is provided showing the keywords regard-ing those criteria that are relevant for follower regions and cities as well as all information needed for specific requirements and context.Transferability criteria concerning the charging infrastructure, e-vehicles (E-4-Wheelers and E-2-Wheelers) and the awareness raising and promotion are described in detail in the follow-ing, always considering the planning phase of such a demonstration as well as the procure-ment. Finally this document provides a short list of links that could be of interest.

3 SUMMARY


4.1 OVERVIEW OF REZIPE DEMONSTRATIONSWithin REZIPE each demonstrator region has implemented a local project dealing with electric ve-hicles matching charging facilities and having different target groups. So you might want to choose from which demonstration you would like to learn or which demonstration is mostly similar to yours.

OVERVIEW OF REZIPE PILOT PROJECTS

Pilot city/region

Vehicles InfrastructureUser concept/ Target groups

Other activities

Demonstration Partner (type of organisation)

Other Partners/ companies involved

Ljubljana 9 e-bikes 1 e-car

2 solar charging station for e-

cars /e-bikes + 1 mobile station

Rental scheme for employees of tech-nology park & other interested people, public recharging

Elaphe Prometni inštitut

Bolzano 15 e-bikes2 solar charging

stations for e-bikes

Company bikes for city employees, pub-lic recharging

City of BolzanoOekoinstitut Bolzano

e-move s.r.l.

Reggio Emilia5 e-mini vans

(Piaggio)

1 solar charg-ing station for

e-cars

Renting scheme for local businessmen, public recharging

Province of Reg-gio Emilia

TIL s.r.l. Reggio Emilia Innovazione

Upper Austria no vehicles1 solar charg-ing station for

e-bikes

Public recharging for students and teach-ers

organisation of a

“solar rally” once a year

Province of Upper Austria (Dept.

of environment, Dept. for public buildings and procurement)

Admin. of participat-ing school

Klagenfurt5 e-cars (Mit-

subishi I-Miev)

5 (solar) charg-ing stations for

e-cars

Municipal e-car fleet & public rental scheme, public recharging

City of Klagenfurt

Györ no vehicles 1 portable solar recharging sta-

tion

Public recharging of EVs Citizens, stu-dents of the Univer-sity, workers of the Industrial park, In-terested people, em-ployees of external partners

Pannon NovumStation producer

Meshining Engineering Kft.

Table 2: Overview of REZIPE demonstrations

4 REZIPE DEMONSTRATIONS


4.2.1 CITY OF LJUBLJANA, SLOVENIA

Results and outcomesThe launch of a rental system consisted in the purchasing of at least nine e-bikes and one car. This e-fleet is powered by PV panels, and two recharging stations are fully operational. The pilot was completed in April 2013. The only required improvement was a mobile PV station and another charging station. The first two charging stations installed are positioned in front of Hribitec and Adel. Hribitec is involved in electric bike sales and development and Adel is a distributor of car parks and is also focused on electric cars. The location for the third charging station is at the Elaphe laboratory. It has been installed in spring 2013. Ljubljana invested in following products:• PV plant: TV250 P60, poly-crystal silicon and

other components.• charging station: Marine Plus company so-

lution (Ravenna, Italy) with WI-FI activation transponders and 220 Schuko plug + 3 phase plugs.

• e-bikes: all lithium powered 24 or 36V, 8 or 10 Ah.

• e-car: converted “Smart” for two with range 100km and lithium batteries.

The renting scheme continued after the project. The number of vehicles is reduced and most probably no new vehicles will be purchased in near future, but there was interest in continuing the renting scheme by the shareholders.

Supporting policiesA driver for the REZIPE activities in Ljubljana was tax reduction and subsidies for EVs were implemented through the Slovenian national en-ergy plan together with other political initiatives as supporting policies.

Target groupsThe REZIPE demonstration in Ljubljana addressed citizens, people interested in buying e-bikes, people interested in e-cars, people working at high tech companies, representatives of potential investors/developers, reporters, etc.

Costs of demonstrationElaphe and Prometni inštitut were preparing the pilot demonstration within the REZIPE project with the financial support of the CENTRAL EUROPE programme (75%). The actual costs for the products and demonstrations were as following:• For the PV plant: 9kW system for 17,700 EUR

+ tax;• For charging stations: around 700 EUR per

station with 4 plugs and additional 700 EUR for software and hardware for preparing the transponders;

• E-bikes: If purchased in China they cost 350 EUR, if same bikes purchased from EU the cost is around 1,000 EUR, to rent them for one year it costs around 600 EUR with mainte-nance included;

• E-car: 600 EUR per month fully insured and maintained.

4.2 DETAILED DESCRIPTION OF REZIPE DEMONSTRATIONS

Picture 1 - charging station in Ljubljana


4.2.2 CITY OF BOLZANO, ITALY

Results and outcomesIt was the scope of the demonstration activity in Bolzano to obtain an increase in E-mobility accompanied by a decrease of air pollution by internal combustion engines. The demonstrations of Bolzano convinced motorists to change to electric mobility.Assuming that the entire electricity produced by the charging stations is effectively utilised and substituting the use of electricity from the conventional energy mix (e.g. charging e-bikes at home), the savings in CO2-emissions are estimated with approximately 1,635 kg in one year (conservative calculation based on available national and regional data regarding photovoltaic and power production).Further savings are expected through motorists switching to electric mobility as a result of the publicity of the project.Two photovoltaic charging stations, each with a power of approximately 0.80 kWp, have been implemented in Bolzano. One is mainly dedi-cated to the Municipality’s own bicycles, while the other has been implemented right next to the busy railway station, highly visible and attracting public attention. Their usage is free of charge. In addition to the two charging stations, the Munici-pality has purchased 15 electric bicycles, which are available to staff members for business

trips. It is also planned that these bicycles will be lent to local compa-nies who want to test them for their own employees.Bolzano in-vested in fol-lowing prod-ucts:

• E-move and Atala: Atala – cheap product, problems with batteries (also due to initialization); E-move – good product, local, but special charg-ing mechanism leading to scarce utilisation.

Infrastructure and vehicles remain beyond the project lifetime; ownership etc. remained the same. Due to scarce utilisation so far, the idea was to partially convert the charging stations for car use (or car sharing). In that case new agree-ments are made with energy providers, setting up a charging scheme (payments) etc.Once the project was over, the Municipality ap-plied for tariffs for the electricity fed into the grid.The demonstration has to be seen as a first step (pilot) towards e-mobility infrastructure.

Supporting policiesBolzano adopted its Urban Mobility Plan 2020, which, together with the city’s Master Plan, promises an appropriate response to the needs and expectations of a population in the middle of the Alps. Regarding sustainable mobility, the Master Plan aims to ensure a high level of acces-sibility throughout the urban area based on the integration and optimisation of different modes of transport. Implemented measures included car-sharing and car-pooling schemes, a cable car service, a public taxi service, integrated tariff and transport systems and discounted transport passes for elderly people and students.

Target groupsThe REZIPE demonstration in Bolzano ad-dressed municipal employees, which can use the new bicycle fleet and local companies. Or-ganisations, who can hire the bicycles to test them for their own staff and citizens, who can use the public charging station to recharge their batteries, are part of the targets groups as well.

Costs for demonstrationCosts for steps and products in Bolzano can be stated as following: e-bikes 10,000 EUR, charg-ing stations 17,000 EUR each.

Picture 2 - E-bike rental in Bolzano


4.2.3 REGGIO EMILIA, ITALY

Results and outcomesA charging station powered by a photovoltaic

panel (3, 7 kWp) has been built in a dedicated parking area located near the historical centre of the city. In order to test it and contribute to the demonstration of a sustainable urban mo-bility model, five electric cars (Piaggo Porter Glass Van) have been rented and assigned by the Province of Reggio Emilia to selected local test users.

Reggio Emilia invested in following products:• Porter Glass Vans, produced by Piaggio.• The charging station is mainly composed of

a metal structure, custom-made by carpentry, and photovoltaic panels, produced by Helios Technology and provided by Iren Rinnovabili.

When the REZIPE project ended, the charging station remained operative and thanks to the TIL cooperation it is available for charging to all EV users.

Supporting policiesThe Province co-operated with the Municipal-

ity of Reggio Emilia for an INTERREG IVC project, called M-MOVE (www.mmove.eu), regarding the support of the public administra-tions in the implementation of mobility policies with a low environmental impact. Other sup-porting policies, already implemented, were no fees for e-vehicles parking, free entry and transit in limited traffic areas, economic incen-tives by public and private sectors to reduce the rental fee (by sponsoring), eco-renting models, including the routine maintenance as well as the replacement of the mechanical and structural parts of the e-vehicle, free insurance coverage of the rented vehicle and the pos-sibility of free charging of the vehicles at the rental company.

Target groupsThe demonstration addressed local shopkeep-

ers, craftsmen, private citizens and local politi-cians.

Costs of demonstrationThe realisation of the PV charging station and

the renting service for the 5 electric cars have been partly financed through the project funds and partly by the Province of Reggio Emilia together with local partners and stakeholders.

Each Piaggio Porter cost around 4,800 EUR for a 2 years rental. The total value of the PV charging station was 25,000 EUR.

Picture 3 - Design for a rental scheme in Reggio Emilia


4.2.4 UPPER AUSTRIA, AUSTRIA

Results and outcomesThe 3 kWp photovoltaic charging station was built in co-operation with three partners of the Upper Austrian administration. The Environ-ment Department financed the facility and co-ordinating network and public relation activities. The installation was involved as a highlight during the Solar Rallies 2011 and 2012, also in regional (energy region) and local (city of At-tnang-Puchheim) events and activities. The Department for Public Buildings and Procurement was in charge of leading the tendering process. The employees and students of the vocational school were the main users of the facility. In ad-dition the vocational school got an e-bike for business trips of their employees (fi-nanced by the Environment Department; not included in the project budget).

The second part of the local demonstra-tion in Upper Austria was the Solar Rally taking place once a year. The first So-lar Rally was organised, after a tender-ing process initiated by the Environment Department of Upper Austria by “Climate Alliance Upper Austria”. It was embedded in the Austrian Climate Tour and was held in June 2010. On the tour some municipalities were in-volved by organising additional events. During the second Solar Rally in June 2011 e-cars and e-bikes went separate tours but had joint arriv-als at the municipalities which organised pro-grammes for the public. The third Solar Rally in June 2012 could present a perfect fleet of 12 e-cars for the first time which visitors tested en-thusiastically.

Upper Austria invested in following products:ETech Schmid u. Pachler Elektrotechnik GmbH & Co KG installed the PV charging station; Technical details and producers of the products: • 3 kWp Photovoltaic Power Station (14 x Sanyo

HIP-215NKHE5 215W); • DC/AC converter Fronius IG TL 3.0 300W; • Power station Mehler EZ1-6024; 4 plugs

The PV charging station was a permanent fa-cility at the vocational school in Attnang-Puch-heim. Photovoltaic installations needed almost no maintenance, so the investment is secured for the technical life time. The pilot installation is a main reference for further solar charging spots in Upper Austria. By the activities within the framework of this project and the numerous contacts of people within the Solar Rallies the

Picture 4 - E-car in Attnang-Puchheim


topic e-mobility could be sustainably positioned. The PV charging station and climate change is-sues in general have been permanently includ-ed in the curriculum at the vocational school.Also inspired by the success of the charging station in Attnang-Puchheim the government of Upper Austria set subsidy programs into ac-tion for public charging installations meanwhile. The aim is to have public e-charging stations in each of the 444 Upper Austrian municipalities by 2015 - all charged by electricity coming from renewable energy sources.

Supporting policiesOther policy activities supported the REZIPE demonstration in Upper Austria: The electricity produced by the PV-panels was available free of charge for all students and employees of the regional administration and the vocational school using e-bikes and e-scooters. The green electricity was used on a calculation base during the three Solar Rallies. Additionally, a tendering for e-bikes and e-scooters was organised by the Environment Department. The employees could purchase vehicles at a more favourable price. This tender was also open for other organisa-tions and municipalities. Approx. 100 e-bikes and e-scooters were purchased in the end. One e-bike is used by the vocational school of At-tnang-Puchheim, another two in the city of Linz.

Target groupsThe demonstrations addressed teachers, stu-dents, stakeholders (regional energy manager, representatives of municipalities) and citizens.

Costs of demonstrationThe 3 kWp photovoltaic charging station cost 22,000 EUR and the Solar Rallies around 20,000 EUR per rally.


4.2.5 CITY OF KLAGENFURT, AUSTRIA

Results and outcomesIn the frame of the REZIPE demonstration in Klagenfurt, five charging stations as well as one photovoltaic panel (5 kWp) were installed and five electric vehicles purchased and lent to citi-zens to experience a new and clean technology.

Supporting policiesIn Klagenfurt, further policies giving a favouring framework to REZIPE implemented have been established, such as the funding of in-centives for purchasing e-vehicles for citizens. Moreover the City of Klagenfurt waived fees for e-vehicle parking in the city centre, for e-vehicle charging at pub-lic charging spots and for implementing an e-charging station. Media work sup-ported the promotion of the measure.The measures implemented in REZIPE are combined with implementations of the local “Life” project Cemobil (www.cemobil.at) to achieve an overall added value.

Target groupsThe demonstrations addressed citizens, people interested in buying e-cars, peo-ple working at high tech companies, representa-tives of potential manufacturers and investors.

Costs of demonstrationThe costs for the demonstration of the PV-panel and five charging stations amounted to 44,500 EUR. During the REZIPE testing period in Kla-genfurt the test drivers of the e- vehicles had to pay a rental fee of 25 EUR per week and the us-ers of green energy only 18 EUR per week. Later it was raised to 50 EUR per week. The user of non-renewable electric energy had to pay 7 EUR for a green energy voucher.

Picture 5 - E-car fleet in Klagenfurt


4.2.6 CITY OF GYÖR, HUNGARY

Results and outcomesIn cooperation with local experts, engineers and stakeholders a portable charging station was developed and accessible for e-mobility users in public space as soon as the construc-tion process was over. The station was presented at several places in Györ, at the University, at the Industrial Park and at the city-centre. Its usage was free of charge. In addition to the charging sta-tion, three electric vehicles (two cars, one Pedelec) were promoted and pre-sented to the public during a half day workshop in Györ.

Supporting policiesIn Hungary there were no supporting policies for electric mobility in general. But in Budapest and Székesfehérvár two e-charging stations were available already; electric vehicles could park without charge in the city centres of those cities.

Target groupsThe demonstration addressed citizens, students of the University, workers of the Industrial Park, interested people and employees of external partners.

Costs of demonstrationThe costs for the charging station were around 20,000 EUR.

Picture 6 – Design of mobile PV-station in Györ


5.1 GENERAL CONSIDERATIONS AND SUCCESS FACTORSFor successful pilot projects some general project management issues should be followed.

5.1.1 SEVEN LESSONS LEARNT

1. Each pilot project should have a clear target on what shall be achieved in the end. The tar-gets should reflect the needs of the target group as well as of participating stakeholders.

2. It has to be clear which target groups shall be addressed with a project.

3. Constant contacts on municipal and administration level are important. As experience shows, if contacts change very often within the project period, delays in the implementa-tion process are inevitable.

4. A realistic time planning and clear responsibilities are important success factors. It has to be clear: Who has to do something until when? What are common milestones?

5. A realistic budget planning from the beginning is important to have a successful project. A good market overview can help to avoid budget exceeding.

6. A project does not end if a certain infrastructure is implemented. It is necessary to have regular evaluations if the project is in line with the original aims. If it is necessary, the project design should be flexible. If something is not working as planned it should be possible to redesign it. For example if a charging station is not used, the project team should find out the reasons and think about solutions. For example it might be necessary to better advertise the infrastructure or to attract new user groups.

7. As the name pilot project already emphasizes, pilots are often the first of their kind and therefore certain obstacles in the implementation process can occur. It is important to be perseverant and not to give up too soon.

5 TRANSFERABILITY CRITERIA


5.1.2 IMPORTANT REZIPE SUCCESS FACTORS FOR E-MOBILITY PROJECTS

ALL YOU NEED IS: TIME!Followers have to think of sufficient time to carry out the planning and preparation proc-esses. It is deciding to find enough time to organise and to implement activities. Therefore carefully planned paperwork for the installation of various systems will be sufficient. As most projects on electric mobility still have an innovative character it is important to have a time buffer to overcome unplanned obstacles in the implementation process.

LOCAL STAKEHOLDERS GUARANTEE SUCCESS!It is fundamental to involve local stakeholders in order to guarantee an appropriate coordi-nation of the pilot demonstration activities and, if necessary, to sponsor some of the related costs. All stakeholders should be involved starting from the very early stage. To identify all relevant stakeholders for a project is crucial in the project planning process.

BRING AUTHORITIES IN!Often it is necessary to receive at first the general permission of the city council even before starting the planning procedure. The development of full and conscious awareness of the need to change the existing situation is crucial. Therefore it is important to convince the public administration to formulate concrete and structural actions beforehand in order to set up an innovative and sustainable urban mobility model.

NETWORK IS THE MAGIC WORD!The development of an adequate network of charging stations is necessary in order to support and make the expansion of the electric fleet sustainable. In general, an intensified networking concerning the different activities and demonstrations is strongly recommended.

COMBINE YOUR ACTIONS!Pilot projects should not set up new isolated applications which cannot be connected with existing technologies or networks. For example it is not advisable to develop own technical solutions, e.g. charging technologies, which are not compatible with existing technologies and which exclude certain user groups.

EACH TO THEIR OWN!A wide range or variety of e-vehicles with different technical and performance characteristics should be foreseen and made available for renting/leasing in order to meet the needs of dif-ferent user groups.

HIGH QUALITY BRINGS RELIABILITY!Reliable technical solutions should enhance EVs’ chances to become a serious alternative to conventional systems. The distress and indifference of people towards the e-vehicles (e-cars in particular) because of their high costs, their lower performances and quality in comparison with vehicles propelled by internal combustion engines is still considered as an obstacle.


5.1.3 SUPPORTING POLICIES

5.1.4 TARGET GROUPS AND BUSINESS CONCEPTS

Municipalities and regions have several possibilities to promote e-mobility with sup-porting policies and measures.

The implementation of incentive policies providing economic and normative benefits in order to enhance the usage and diffusion of electric vehicles is an important aim. A common incentive measure is to allow free parking e.g. in city centres or to reserve pri-ority parking spaces for e-vehicles. Another measure is to set up access constraints for cars with combustion engines in certain ur-ban areas and to allow access only for e-vehicles.Local subsidising programmes for purchasing e-vehicles or tax privileges are other supporting policies to promote e-mo-bility.Local administrations can act as multiplier if they start to integrate e-vehicles in munici-pal flees and show that e-mobility is already working in company fleets. Fleet integration of e-vehicles also offer the chance to imple-

ment a larger pilot at one go. Politicians are also important multipliers which can act as role models for the promotion of e-mobility if they use e-vehicles for their business re-lated trips.

For the success of e-mobility promotional projects and measures it is very important that the local politicians support these ef-forts. Political support is sometimes ne-cessary to overcome obstacles in innova-tive approaches and helps getting support from administrations and authorities.

In general it is advisable if promotion acti-vities for e-mobility are embedded in local mobility, environmental or climate protec-tion strategies. E-mobility can be one way to fight common urban problems like air and noise pollution. But it is also important to emphasize that e-mobility is just one element of a more sustainable, future lo-cal mobility system (together with public transport, walking and cycling).

When planning a project with e-vehicles or charging infrastructure one important step is to identify the potential user groups which shall be addressed with it. It is crucial to have in mind the needs of the target groups in the project design process, especially when thinking about a business concept.

Regarding the target group (and users) it is an option to first attract people like ac-tors already involved in an e-mobility pro-ject (e.g. local stakeholders having public fleets, private companies, universities and research agencies). For projects promoting e-cars, the target group should not be cyc-

lists or pedestrians but users of (small) mo-torbikes or cars.

It is very unlikely that many e-bike users rely on outdoor charging infrastructure. It has to be considered carefully which target groups will need and use e-bike charging stations (for more details see 6.2.1).When planning promotion events it is impor-tant to have in mind that events on week-days may exclude many working persons to participate. If they shall be addressed events should also take place on week-ends.


In REZIPE different target groups were addressed with different approaches:• E-cars for business trips for administration em-

ployees in Klagenfurt.• E-car renting system for the general public

with a “teaser price” of 25 EUR / week, later 50 EUR /week.

• E-van leasing system for local shopkeepers and craftsmen in Reggio Emilia.

• E-bikes for administration employees for busi-ness related trips in Bolzano.

• E-car and e-bike renting during a local work-shop in Györ.

• E-bike renting system for the general public and employees of a business park in Ljubljana.

• Free use of charging infrastructure in Bolzano, Györ, Klagenfurt, Upper Austria, Ljubljana for e-bike and e-car users (at least during project lifetime).

• Solar rallies for the broader public in Upper Austria. People had the opportunity to test dif-ferent e-vehicles during the events for free.

In REZIPE there have been different renting/leasing schemes as business concepts. All in all these concepts proved to be a good way to promote e-mobility. As easy to use renting sche-mes offer an attractive way to test different e-ve-hicles, people were very eager to test vehicles (for more details on renting schemes see 6.3).

A general question for all kind of concepts is the service price. This applies for renting schemes for e-vehicles or for using charging infrastruc-ture. It is advisable to allow free charging in pilot projects and to make renting prices as attrac-tive (cheap and transparent) as possible. Pilot projects are normally not designed to make a profit. They shall aim to promote e-mobility use

(for more details see also 6.3).It should be considered well if a public authority is the right actor to set up new businesses at all. In the case of e-mobility the free market still is underdeveloped especially concerning e-cars. Therefore projects should be designed in a way to promote e-mobility in general but not in a way to set-up new businesses that compete with the free market. A good approach is to have compa-nies as stakeholders involved in the project, e.g. local utility companies, dealers and producers. Therefore pilot projects can also be a good ap-proach for local business development.

When setting up a business concept it should also be considered at the begin-ning of the project what will happen after the project (and the specific funding) ended.

Important questions are: • Shall the pilot business be continued after the

project ending? Who will do this?• What will happen with the e-vehicles and the

infrastructure after the project? • How can the pilot project be integrated in

future, maybe larger scale projects?

The following table shows keywords from the following chapters “Charging Infrastructure”, “Electric vehicles” and “E-mobility awareness raising and promotion” (6.2 to 6.5) that are rele-vant for follower regions to find the information needed for their specific requirement and con-text. For this, click the linked headlines to get to the regarding chapters.


Transferability criteria – REZIPE success factors for project demonstrations

Charging infrastructureElectric vehicles E-Mobility awareness raising

and promotionE-4-Wheelers E-2-Wheelers

- Involvement of local stakeholders: Bring authorities in! Deal with partner-ship! Take care of your partners!

Planning in general: Consider legal aspects Public vs. private Energy supply with green energy- PV-panels as consumption- Integration in energy grid- Location scouting- Charging and parking- Stakeholders- Safety aspects- MaintenancePlanning Charging Infrastructure

for e-bike and e-scooter:- Target groups- Integration with public bike rental or

sharing system- Estimation of number of users- Location scouting- Safety aspects- Network of stations- PV-panelsPlanning Charging Infrastructure

for e-car:- Strategic useful locations- Charging and parking

Planning phase:- Market overview- Renting Schemes

(prices, con-tracts, period, batteries, …)

- Sustainability- Sponsoring- Visibility- Maintenance

Planning phase:- Market over-

view- Maintenance- Use in com-

pany fleet- Use in rental

scheme

Planning and organisation phase:

1. Choose the right methods and working tool!- Experienced event management- Advertising- Costs- E-mobility at your fingertips- Range of e-vehicles

2. Consider Dos and Don’ts!- Allowance to test- Time- Charging facilities- Duration of stay

3. Get people involved!- Sponsors- Politicians- Local administrations- Staff

4. Focus on driving factors!- Media involvement- Allowance to test- Combination of events- EVs and renewable energy

Procurement: - Tender your project!- Analyse the offer!- Define your needs!- Think about technology!- Start your business!- Easy does it!- May we have your attention, please!

e-bike and e-scooter stations:- Station design and features- Anti-theft protection and safety

e-car stations:- Plug technologies- Compatibility

Procurement:- Call for bids!- Buy market-

ready technology!

- Prefer variety!- Combine your

technologies!- Don’t forget the

law!- Meet the needs!

Procurement:- Call for bids!- Define the

selection!- Unbreakable

quality!- Think about

charging!

Table 3: Criteria for follower regions


To set up a network of charging infrastructure for e-vehicles in cities and regions is an important future task in the field of electric mobility. Setting up pilot infrastructure can be a good way to get first local experiences before starting to imple-ment a whole network of charging spots.

5.2.1 PLANNING PHASEWhen planning to implement charging infra-structure for e-vehicles it is necessary to dis-tinguish between infrastructure for e-bikes and e-scooters on the one hand and infrastructure for e-cars on the other hand. But there are also some common aspects which apply for e-bike, e-scooter and e-car charging infrastructure alike.

CONSIDERATIONS ABOUT CHARGING INFRASTRUCTURE IN GENERAL

1. For the implementation of charging infrastruc-ture it is necessary to consider several legal aspects in the planning phase. In most regions and cities it is obligatory to have a building per-mission by the building authority. Depending on the national, regional and local laws all kind of other safety, planning and building regula-tions can be relevant. Therefore it is important to cooperate closely with the local authorities in the planning phase.

The possible risk of misuse should be consid-ered especially regarding plug-in-hybrid cars as they are not e-vehicles though could tend to use the charging infrastructure as well as the free parking space.

2. In general it is easier to install charging sta-tions on private property than in public space. Building in public space often requires more building permissions, e.g. regarding safety aspects of a station. Therefore it should be checked, if it is possible to find locations which are not in public space but nevertheless pub-

licly available for users (e.g. commercial ar-eas, etc.).

3. Electric mobility only makes sense and is environmentally friendly if the used energy is produced with additional renewable energy. There are different possibilities to provide the needed renewable energy for a station: The station itself can have a PV-panel included, PV-panels can be installed on buildings nearby or the station uses renewable energy from the existing energy grid. For compensation addi-tional renewable energy sources from e.g. photovoltaic panels make sense to guarantee a CO2-neutral supply, which can be installed anywhere on a building.

4. If it is planned to integrate PV-panels in a sta-tion or to install PV-panels nearby, the energy feed-in in the grid needs to be organized. Most countries have special renewable energy laws and feed-in tariffs to promote PV use. These laws and regulations should be considered in the planning process. But it should be checked if the expectable revenue justifies the bureau-cratic efforts. The produced energy of PV-pan-els should be fed-in in the grid to avoid the loss of excess energy. It is unrealistic to charge bat-teries (especially of e-cars) directly one to one with the produced energy. For the fast charg-ing of e-cars a lot of energy is needed which cannot be produced directly with PV-panels. Thus grid integration of charging stations is an obligatory measure.

5. The integration in the energy grid itself has to be organized in the station planning proc-ess. Key stakeholders for the grid integration are the local utility companies. The necessary energy supply and amount of energy needed depends on the station design and the number of vehicles which will use the station. The sta-tion producer has to define which electric con-nection requirements have to be considered for the chosen station type.

5.2 CHARGING INFRASTRUCTURE


6. Suitable locations for charging infrastruc-ture can be identified having in mind some basic principles. Stations should be fully ac-cessible for the target groups, distances to potential points of interest should be short and intermodal connections should be reinforced. It is recommended to place stations where as many people can be reached as possible (e.g. near public administrations, near a busi-ness park where many people work, railway

stations, shopping centres). This will create demand and will provide people with the pos-sibility to charge at their work place.

7. Charging e-vehicles only makes sense if the vehicles are parked for some time (at least 45 minutes). Thus points of interest where people park for a while, like supermarkets, shops or Park & Ride facilities are ideal locations. Sta-tions should also be located in a way that no pedestrians or road users are constrained by charging cables or the station itself. As most stations aim to promote e-mobility, high visibil-ity is an issue. For all kind of charging stations an appropriate possibility for grid integration is

crucial.

8. A general advice within the planning phase is to integrate and work together with all rel-evant stakeholders for setting up charging in-frastructure from the very beginning. The most important stakeholders are the local building authorities, utility companies as well as other technical partners and station producers.

9. Safety aspects are an important issue for charging stations, especially when planning stations in public space. There are several in-ternational standards considering the electri-cal safety of outdoor facilities which have to be followed in the implementation. For example it has to be ensured that the sockets are safe against any kind of misuse. Solar carports or charging stations should be designed in a way that it is not possible to demount or steal the PV-panels. It must also be ensured that it is not possible to climb on a solar carport or sta-tion and that a station cannot be overbalanced resp. keel over.

10. Furthermore maintenance is an issue to be considered: make sure to have somebody local to service or repair the infrastructure in case something is broken.Picture 7 - charging in Klagenfurt


CONSIDERATIONS ABOUT E-BIKE AND E-SCOOTER CHARGING STATIONS

1. At the beginning of the planning it has to be considered very carefully which target groups shall use the station. Most recharging of e-bikes respectively e-scooters is done at home and many everyday trip lengths are rather short. Battery chargers are often designed for indoor use only and people normally do not take their charger with them for everyday use. People might also be afraid of theft of the charger if they will use it at a public charg-ing station. Because of this it is very unlikely that e-bike charging stations will be used by many users spontaneously. Experience shows that there is no real need for e-bike charging stations. On the other hand, for some target groups and types of use charging stations can make sense. In touristic regions there can be enough tour-ists with e-bikes relying on infrastructure to recharge batteries during their trips. Also com-muters might be a target group to address, be-cause they make longer trips which require a recharging of batteries. A charging station can also be used for recharging e-bikes of com-pany fleets. But for both, commuters and com-pany fleets, recharging of e-bikes can also be easily organized indoors using already exist-ing sockets e.g. in a parking garage or in office rooms. So it has to be considered carefully if commuters or fleet users really need addition-al infrastructure.

2. One of the most useful applications for charg-ing stations is the integration within public bike rental or sharing systems because rental bikes will not be charged at home and they rely on charging infrastructure.

3. After thinking about the target groups itself, it is important to calculate if the number of users within these groups account for a critical mass so that the degree of capacity of the station is reached. If it is the aim of a charging station to promote electric mobility, there is nothing more counterproductive than a public station which is not used in the end by a significant number of users.

4. Another important aspect in the planning phase is to find the right location for the in-stalment of an e-bike or e-scooter charging station. First of all the location should con-sider the needs and typical routes of the ad-dressed target group. If the target group are commuters, a station should be located at a point where many commuters will park their e-bikes at the destination. Another reasonable location is for example an interchange facility like a railway station where commuters park their e-bikes during the day. Especially charg-ing infrastructure at public transport stations can foster intermodal connections. For tour-ists, charging stations should be located e.g. alongside touristic bike routes or typical points of interest for tourists.

5. E-bike users are very sensible regarding the protection against theft because most e-bikes are quite expensive. Therefore a station loca-tion should provide some kind of social secu-rity meaning that it is well lit, visible and busy.

6. In the planning phase it should also be consid-ered if it is meaningful to set up a local or re-gional network of stations. Especially in small cities where the average trip lengths are short and therefore recharging is not so important, it might be an option to include surrounding communities within a regional station net-work. On regional scale trip lengths between communities are longer and recharging infra-structure can foster the use of e-bikes and e-scooters.

7. In case it is planned to have PV-panels on a charging station legal aspects need to be considered. Depending on where they shall be installed permission might be needed. For example PV-panels for an e-bike charging station it might be wise to integrate it in the bike rack and not on a rooftop of a building. Thus the charging station is officially declared as a bike rack and can be put wherever the system operator wants to.


CONSIDERATIONS ABOUTE-CAR CHARGING STATIONS

1. When planning to set up a local network of charging infrastructure it is important to spread the stations in the local area. It does not make sense to install a lot of stations only within a very small area (unless there are many poten-tial users in this area). The network planning process should be oriented how to identify strategic useful locations (see above).

2. For e-car charging it is important to mark the parking places at the station as “for e-vehicles only” and as a no-parking zone for other types of vehicles. As many station types have more than one charging socket, at least two park-ing places at each station should be reserved for e-cars and charging only. Plug-in–hybrids should not be allowed for charging. Different plug-in standards should be provided (Typ II, CE, Schuko-plug…).

A prohibition of parking for normal cars has to be issued. The ground of the parking space should be coloured differently to keep away non-electric cars. The charging and parking time should be limited to 3-4 hours.

Picture 8 - Plug in charging in Ljubljana

Picture 9 - Parking and charging for EVs in Klagenfurt


5.2.2 PROCUREMENT

The procurement of charging infrastructure is a crucial issue for each e-mobility project.

SUCCESS FACTORS

Tender your project!In most projects it will be necessary to have a tender for the procurement of charging infra-structure. Thus the tender process is very im-portant defining the features and design of the infrastructure. It is advisable to have partners which are already experienced with tenders for e-mobility infrastructure which can help to set up the tender details.

Analyse the offer!There is already a huge variety of different solu-tions for charging infrastructure available on the market. Therefore it is not necessary to reinvent the wheel in future projects. An important step in the procurement process is to gain a good market overview over already existing solutions and to compare which of them fits under the lo-cal conditions.

Define your needs!When preparing the procurement of infrastruc-ture, it should be considered which target group will use it and which purposes it shall fulfill. For example it has to be considered if fast charging is planned or if the station shall be a combined facility for e-cars, e-scooters and e-bikes.

Think about technology!For charging infrastructure in general it is impor-tant to think about the appropriate access tech-nology. Due to safety reasons electrical sockets

of charging stations can only work if an e-ve-hicle is connected. Most stations also demand some kind of personal identification to use the stations. RFID-cards or other NFC solutions are one common technology for personal identifica-tion.

Start your business!When thinking about the best access tech-nology, it is also necessary to think about the underlying accounting approach respectively business model. Especially in pilot projects the charging should be for free to attract as many users as possible and to promote the infrastruc-ture.

Easy does it!Furthermore the charging stations should fulfil the needs of the users. Depending on the user’s know-how and the visiting frequency, charging stations should be easy to use and should not require any special installations on vehicle side, e.g. no special charging cable which has to be bought to use the station.

May we have your attention, please!It can be an advantage to try out a very cheap charging station (replicable) but please note that an appealing, innovative one would be im-portant for a pilot – as it raises more attention among the public.


Procuring e-bike and e-scooter charging stationsThe station design and features have to be de-fined for the procurement according to the type of use of the station. If a station shall be used within a bike sharing or renting system this re-quires different station features as a station de-signed for tourists. For sharing schemes special access and loading interfaces are useful. But these isolated applications exclude other types of use. For tourists stations should be designed in a flexible manner, for example using special lockers. It can also be useful to choose a station design which is flexible and can be used for dif-ferent purposes to attract more users.

Anti-theft protection and safety is especially important for e-bike charging stations. Stations should provide possibilities to lock the bikes properly while loading. For the charging of the batteries, stations can for example provide spe-cial lockers where the batteries can be locked in during the loading time. People might be afraid to use the charging station because of feared vandalism or theft and rather charge at home.

Procuring e-car charging stationsAt the moment there are still different types of plug technologies for e-cars on the market. Since 2013 there is a European standard for e-car plugs. Charging stations for e-cars have to be compatible with the existing plugs and there-fore should provide different sockets for the next couple of years. Although there is a standard for e-cars, it is still not clear if there will be an international stand-ard for e-scooter or e-motorcycle plugs in the near future.

If a project aims to implement or integrate an e-vehicle fleet, compatibility with the planned sta-tions is an obligatory issue.

http://www.iec-normen.de/dokumente/preview-pdf/info_iec62196-1%7Bed1.0%7Db.pdf

http://www.iec-normen.de/dokumente/preview-pdf/info_iec62196-1%7Bed1.0%7Db.pdf


Pilot projects with e-cars or other 4-wheel e-ve-hicles are a good approach to promote e-mobili-ty. Especially the private market for e-cars is still underdeveloped and there are many constraints which hinder people to buy e-cars. Pilot projects are important to overcome some of these con-straints.

5.3.1 PLANNING PHASEWhen planning an e-mobility project with electric 4-wheel-vehicles some general aspects should be considered in the planning phase.

CONSIDERATIONS ABOUT ELECTRIC-4-WHEEL-VEHICLES IN GENERAL

1.First of all it is important to get a good mar-ket overview: what kind of vehicles and infra-structure is available at all. Get in touch with manufacturers and retailers and speak with other regions and cities who already imple-mented an e-vehicle demonstration project to get a good insight on what is available. Make a market research to find useful trademarks and the right stakeholders to be involved in the demonstration. Currently still subsidies are needed to be competitive with conven-tional vehicles.

2. One approach to promote e-mobility is to set up renting schemes for e-vehicles as it was done in REZIPE. Renting prices of e-vehicles should be as low as possible and transparent to have a low-threshold service to test e-mo-bility. For the internal price calculation it is es-sential to include the investment cost of your system but also maintenance and staff costs. The aim of renting e-vehicles should be to at-tract many users. The renting prices should include all costs for renting, insurances and maintenance. It is also advisable that users are allowed to charge for free if there is al-ready an existing charging infrastructure.A renting scheme makes it obligatory to de-velop a renting contract. It is common that users pay a small deposit for the vehicle. In

case of causing an accident they have to pay a deterrent fee for the insurance. If a renting scheme is planned, it is important to have in mind that this requires additional staff to han-dle the renting process on operational side.Experience shows, that it is advisable that us-ers can test a vehicle for a longer period (at least for one day). One hour is not enough to gain experience and to form an opinion on the e-vehicle.

3. When planning a rental scheme within a pilot project the project consortium should have in mind at the very beginning how a sustainable model for the scheme can be achieved or how an exit strategy might look like after the end of the project duration.

4. To co-finance some project activities it can be an option to use the e-vehicles as advertising mediums. E-vehicles are still very new and attract a lot of attention when driving around in cities. This guarantees high visibility for po-tential sponsors. Experiences from REZIPE shows, that it is not difficult to find local com-panies willing to sponsor innovative projects.

5. Visibility is a general issue when promoting electric mobility. E-vehicles in pilot projects can be branded with project logos or other information which mark the vehicles as elec-tric driven (e.g. “I am powered by the sun”). If e-vehicles can be rented in pilot projects this should be advertised on the vehicles as well. It is useful if interested persons can find the contact details on the e-vehicles.

6. As e-vehicles need maintenance service and repairing like other cars as well, a local serv-ice partner should be integrated in the project. If series-production vehicles are used the car-dealers who sold the vehicles will be a logi-cal local service partner. Some car producers also offer leasing models for e-cars or batter-ies which might also include maintenance or repair service at a local car dealer.

5.3 ELECTRIC-4-WHEEL-VEHICLES (E-vans, E-cars, Plug-In-Hybrids)


5.3.2 PROCUREMENTThe procurement of e-vehicles is a crucial issue for each e-mobility project.

SUCCESS FACTORS

Call for bids!Each public procurement process needs to be efficient and transparent. In most cases it is nec-essary to have a public tender for the vehicles. It is important that the call for bids also include as-pects like local after-sale service or guarantees. The text for the call has to be written with great accuracy. It is advisable to ask experienced ex-perts from other projects what should be consid-ered in the tender. Of course price is always a decision factor, but should be an additional fac-tor not the only one.

Buy market-ready technology!For any kind of e-mobility project it is recom-mended to buy serial-production vehicles. Now-adays nearly every bigger car producer offers at least one type of e-vehicle. Projects to promote e-mobility should try to present that e-vehicles are already a market-ready technology and that there is a variety of different types available. Renting schemes can try to offer testing of dif-ferent vehicle types. Serial-production vehicles should also be preferred because they ensure proper service and maintenance.

Prefer variety!Different types of e-cars should be procured for one pilot area – as it would be good to collect experiences on different vehicles.

Combine your technologies!Also consider the charging process when choosing the vehicles. The vehicles should be compatible with already existing infrastructure or infrastructure which shall be built.

Don’t forget the law!Also consider legal aspects for running e-ve-hicles – they are important to consider in the procurement phase, e.g. if converted e-vehicles can be used and safety requirements

Meet the needs!The e-vehicles should be procured according to the needs of the users and the purpose of use in the project.

Picture 10 - E-Piaggio in Reggio Emilia


Pilot projects with e-bikes or other e-vehicles are a good approach to promote e-mobility. Es-pecially e-bikes respectively Pedelecs became relatively popular in many countries in recent years. Pilot projects are important to further pro-mote the use of electric 2-wheel-vehicles.

5.4.1 PLANNING PHASEWhen planning an e-mobility project some gen-eral aspects should be considered in the plan-ning phase.

CONSIDERATIONS ABOUT ELECTRIC-2-WHEEL-VEHICLES IN GENERAL

1. First of all it is important to get a good market overview: what kind of vehicles is available at all. Get in touch with manufacturers and re-tailers and speak with other regions and cit-ies who already implemented an e-vehicle demonstration project to get a good insight on what is available. Make a market research to find useful trademarks and the right stake-holders to be involved in the demonstration.

2. When implementing e-mobility projects with e-bikes or e-scooters it is necessary that some-one is responsible for the maintenance and for small repairs on the vehicles. It is useful to have a local technical service partner. This could be for example a local vehicle dealer or a municipal job creation company with a serv-ice garage.

3. If e-bikes or e-scooters shall be used within a company fleet, it can be useful to do a small survey among the employees to find out how many people are interested to use the vehi-cles. This also guarantees that a significant number of users will be achieved in the end and at the same time raises attention for the project.

4. If e-bikes are integrated in a rental scheme, the users should have the chance to test the bikes for a decent time (at least one day). So they can better assess the benefits of e-mo-bility when using the bikes for everyday activi-ties.

5.4.2 PROCUREMENTThe procurement of e-vehicles is a crucial issue for each e-mobility project. Success factors

Call for bids!Each public procurement process needs to be efficient and transparent. In most cases it is nec-essary to have a public tender for the vehicles. It is important that the call for bids also includes aspects like local after-sale service or guaran-tees if for example some e-bike components have to be repaired or exchanged. The text for the call has to be written with great accuracy. It is advisable to ask experienced experts from other projects what should be considered in the call. Of course price is always a decision factor, but should be an additional factor not the only one.

5.4 ELECTRIC-2-WHEEL-VEHICLES (E-bikes, Pedelecs, E-Scooters)


Define the selection!Selection criteria for e-bikes could be quality, functionality (targeting the needs of the user), efficient maintenance or availability of spare parts (“not to wait for ages for delivery from China”). As e-bike users rely on well-functioning batteries, battery quality and a long life-cycle are crucial selection criteria.

Unbreakable quality!Furthermore brakes, gear rings and bicycle chains should be very robust. Robust compo-nents are especially important if e-bikes are used within bike sharing schemes because us-ers are often not used to the bikes and material abrasion is high. E-bikes intended for bike rental should have as less adjustment possibilities as possible to guarantee easy handling and less component repairing.

Think about charging!Also consider the charging process when choosing the vehicles: due to different voltages an outdoor charging is sometimes not possible or allowed – adaptations might be necessary.

Don’t forget the law!Also consider legal aspects for running electric 2-wheelers – they are important to consider in the procurement phase, e.g. safety require-ments and speed limits.

Picture 11 - E-bike in Bolzano


Awareness raising and promotion activities or events are one effective way to raise public at-tention for e-mobility. These activities help to create a public understanding about the benefits of e-mobility. They also help to invalidate most common prejudices towards e-vehicles.

5.5.1 INVOLVEMENT OF STAKEHOLDERSTo involve all relevant stakeholders is an important success factor for events to promote e-mobility.

SUCCESS FACTORS

Bring authorities in!Important stakeholders and partners for e-mo-bility events are local municipalities and admi-nistrations because they can help organising events and often have to give permissions to use public spaces for events. Political support in general is a success factor for e-mobility pro-motion activities.

Build partnerships!Natural partners for events are also all kind of resellers and dealers of e-vehicles because they have a high interest to present their pro-ducts and to promote the topic in general. Other important partners can be local utility companies who produce and sell renewable energies. As e-mobility should be seen as part of an eco-friendly mobility system also public transport operators can be involved. For advertisement and dissemination reasons local media representatives have to be involved.

A clear picture for all partners!All partners involved in the project should be

clear what they want by implementing the pro-ject: all involved actors gain something with it; financial elements are clarified, etc. Thus a workshop with all actively involved partners should be made at the very beginning to allow participation in the decision process.

5.5.2 PLANNING AND ORGANISATION PHASE

When planning an e-mobility awareness raising and promotion event some general aspects should be considered in the planning phase.

CONSIDERATIONS ABOUT CHOOSING THE RIGHT METHODS AND WORKING TOOL:

1. For organising events it is a good approach to use already existing event formats and net-works. Often it is not necessary to reinvent the wheel. Event management is a complex and time-consuming matter. To use already existing structures, helps to make event ma-nagement more effective. Therefore an ex-perienced partner in event management with good local networks can help to successfully set up new event ideas.

2. Advertising events is important to attract the broader public or special groups that shall be reached. Posters and flyers are common ways to do this. Also press releases and di-rect contact with reporters and local media are good ways to advertise events. Other possibilities for local advertisement are free municipal newspapers or webpages of invol-ved partners. Also already exiting newsletters could be used.

5.5 E-MOBILITY AWARENESS RAISING AND PROMOTION


3. The main cost factor for awareness raising events is staff cost for organising the event. This aspect should not be underestimated in the project planning. As most municipalities do not have the staff capacities and the ne-cessary experience to organise events. An external partner can be found within a tende-ring process.

4. For every kind of event, may it be a rally or a road show, the public should have the chance to test the e-vehicles by themselves. Hands-on experience is an important way to promote the benefits and fun-factors of e-mobility.

5. It is good if a broad range of different e-vehicle concepts and types will be presented to show that there are already many vehicles available on the market. Besides e-cars, e-bikes and e-scooters, e-mobility also includes for example light electric vehicles and public transport.

CONSIDERATIONS ABOUTDOS AND DON’TS:

1. To allow people to test e-vehicles it is impor-tant to have a dedicated testing area or other possibility to test. When organising e-vehicle rallies, interested persons should also have the chance to drive the e-vehicles between the rally stations.

2. To reach as many people as possible, it is ad-visable to arrange events also on weekends so that also working persons can attend the event.

3. It is important to have charging facilities at the site of events so that the test vehicles can be recharged on site. If vehicles are tested and

driven for many hours they may need to be recharged. It is important to avoid that e-ve-hicles stand still at public events due to emp-ty batteries. A rough rule of thumb is that for three e-cars at least one 16 Ampere energy supply should be provided.

4. For rallies the duration of stay at the particu-lar stations should not be too long. For small cities and communes a duration time of two hours is sufficient. If the duration time is longer at one place, a general programme should be planned which invites visitors to stay longer at the event. It is good if the general programme focuses on related topics like climate protec-tion or renewable energy production.

CONSIDERATIONS ABOUTGETTING PEOPLE INVOLVED:

1. Often it is not easy to attract sponsors to co-finance events. But in general it is easy to get support from companies when it comes to lend e-vehicles for testing purposes for free. Lo-cal car- and bike-dealers as well as producers of e-vehicles are normally willing to present their products at public events. Often utility compa-nies also have e-vehicles which can be presen-ted at events.

2. As local politicians are important mul-tipliers and guarantee some degree of public and media attention they should be invited with a letter to attend the event. Politicians can also be invited to start the event or to have a short speech (to give them an active role). This can be combined with a short press conference. Besides politicians also local celebrities can act as multipliers for e-mobility if they show up at events.


3. When organising e-mobility rallies the local administrations are important partners to or-ganise the activities in the particular munici-palities. The administrations should be invol-ved from the beginning in the event planning because they can provide support on-site.

4. During the events it is also necessary to have a lot of staff. For example each e-car needs one driver, especially if a rally is planned. There should also be enough staff which can answer questions and can give background information on the e-vehicles and e-mobility in general. Opportunities for face-to-face talks with interested participants are important to overcome some common prejudices against e-mobility.

CONSIDERATIONS ABOUT FOCUSING ON DRIVING FACTORS:

1. Public relations and media involvement is a crucial issue to promote e-mobility in general. Local media representatives from newspa-pers, radio- and TV-stations should be invited. It is obligatory to have a press release for the event. The press release is also an important tool to transport some background informati-on on e-mobility. For example on the impor-tance to use renewable energies for charging or that e-mobility should be seen in strong connection with public transport and other transport modes. It can also make sense to have a press conference at the beginning of an event.

2. Media representatives should be invited to test the presented e-vehicles by themselves. As reporters are important multipliers they should have the chance for hands-on expe-rience to better report their experiences with e-vehicles. If they transport the message that driving e-vehicles makes a lot of fun, this can have a large impact on the public opinion.

3. It might be useful to combine events to promo-te e-mobility with related events. For example if a photovoltaic facility is opened or if there is a local project on climate protection. The com-bination with other events allows synergies and can attract a broader audience. Another suitable frame for all kind of e-mobility related events is the European Mobility Week which takes place every year in September (www.mobilityweek.eu).

4. For e-mobility events it is important to make clear that e-mobility only is eco-friendly if the e-vehicles are charged with renewab-le energy. It is not always easy to transport this message. One way could be to integrate partners from the renewable energy sector as exhibitors at events. Another way is to make the connection explicit in the events name for example “solar rally”.

Picture 12 - Charging at solar rally


6.1 FURTHER INFORMATION IN SHORT

Further relevant contexts/transferability criteria that are not mentioned in detail within this document but not to forget about:

• Pricelimitations www.rezipe.eu/index.php?id=31&ID1=30 • Chargingpossibilities www.rezipe.eu/index.php?id=14&ID1=14 • Legal constraints• Quality needed (multiple users/long rides/short rides/bikes outdoor etc.)• Regulatory framework

6.2 LINKS

• REZIPE product database www.rezipe.eu/index.php?id=31&ID1=30• REZIPE charging spot locator www.rezipe.eu/index.php?id=14&ID1=14• Eltis www.eltis.org• GoPedelec www.gopedelec.at• Cemobil www.cemobil.at/• European Green Cars Initiative www.green-cars-initiative.eu• ICT for the fully electric vehicle – research needs and challenges ahead. A brochure published

by the European Commission. www.ict4fev.eu/public/documents/brochure-ict-for-fev-2010.pdf

Table 1: Abbreviations used 5Table 2: Overview of REZIPE demonstrations 7Table 3: Criteria for follower regions 19

6 APPENDIX

7 LIST OF TABLES

WWW.REZIPE.EU

output no. 3.4.2 of the rezipe project ... no. 3.4.2 of the rezipe project transferability criteria...

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