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Zec Zero Emission City Update Gv Feb12

Zec Zero Emission City Update Gv Feb12



Short description of ZEC project

Short description of ZEC project



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    Zec Zero Emission City Update Gv Feb12 Zec Zero Emission City Update Gv Feb12 Presentation Transcript

    • ZEC – ZERO EMISSION CITYELECTRIC MOBILITY PLAN FOR THE CITY OFPARMACarlo IacoviniGreenValue 2011 – 2015 Presentation of the Project
    • Document Contents2   Characteristics of the ZEC project   Objectives of the ZEC model   Management model   Mobility requirements: types - electric car sharing - company fleets - private individuals   Charging infrastructures   Developing the network   Strategy   Location   Distribution of the charging network   Promoting the project   Developing the project   Economics   Consequences
    • Characteristics of the ZEC project3 The aim of the ZEC project is to put an electric mobility system into practice, with potential for involving all the factors that will constitute the key features of the city’s future. This will involve recreating the global scenario of electric mobility on a smaller scale by matching the different transport users (private individuals, companies, public fleets, car sharing and commercial services) with vehicles (already included in its lists, or which will be in the future) which have characteristics that meet the requirements. The project requires that the Council support an electric business model
    • Objectives of the Zec project4 Supporting the transition towards electric mobility in cities Creating a model for the application of electric mobility which acts as an international benchmark Experimenting with the application of electric mobility in public transportation in the short term
    • The management model 1/35 Through the implementing party and industrial partnerships, the Local Authority is responsible for: 1.  Planning and building the charging network which shall use electricity from renewable sources, so that a truly zero emission closed cycle is created. (with 300 charging stations distributed throughout the urban area) 2.  Getting mobility operators involved along with the hubs that tend to generate traffic, to identify the market demand for electric vehicles, public and private alike; having the first 100 users by 2012 3.  Encouraging private users to make use of electric vehicles (both by purchasing and renting them); 4.  Buying (or acquiring use of) a fleet of electric vehicles from the various manufacturers so they can be supplied on a rental basis (or purchased or provided on a lease without charge) to the first users (representing the various types of user target). All of which will be run by a local fleet manager; 100 vechicles by 2012. 5.  Encourage mobility using electric vehicles; 6.  Promote social awareness and stimulate new individual habits.
    • The management model 2/36 Using these considerations as a starting point, based on the study carried out on mobility flows and in keeping with the average parameters of market potential, it is estimated that there will be: 900 electric vehicles in circulation To reach this objective, a service will be activated for providing a fleet of the vehicles available on the market, on a rental or lease without charge basis. The managing party shall centralise management through a framework agreement drafted with vehicle manufacturers. In doing so it will create a variety of proposals for the various urban users (private individuals, citizens, public companies and public services).
    • The management model 3/37 Electric vehicle manufactures - • Local authorities Unrae Public fleets • Part-owned companies • Selected individuals with a garage • Individuals selected Citizens with competition for Utility City council residents in certain areas • Company fleet businesses Private • Private companies with companies charging network Charging avalability infrastructure • Shopping centres
    • Mobility requirements: types8 Electric Car Sharing Company fleets Private individuals
    • Electric Car Sharing9 Part of the fleet of vehicles will be incorporated into the Infomobility service. Some vehicles, in particular a type of micro-vehicle for individual use or maximum two- seater, will be included in the fleet and placed at the disposal of two types of need: Demand for support for external suburban areas. Short-distance demand, These are suburban typically required by neighbourhoolds citizens or “city users” in lacking in flexible or the historic centre frequent services, and accordingly are particularly susceptible to private mobility
    • Company fleets10 Part of the electric vehicles will be loaned to local companies so they may be used for their own company mobility for company car sharing purposes, or as proper companies cars. Companies must contribute towards the costs of running the vehicle by equipping themselves with the necessary infrastructures and identifying the transportation services which the vehicles are to be used for. Private companies Public companies Shopping centres •  Companies may work •  Public companies may •  This specific target will serve with the network of use electric vehicles a variety of purposes. On the one hand it will make it mobility managers to both for their own possible to charge the include in the fleet mobility and for any private vehicles of users vehicles for using on services to be reaching the car park. On home-to-office provided to the public the other it may make use of vehicles for its own purposes journeys or other (those of the shops within the services shopping centre)
    • Private Individuals11 Part of the fleet will be destined to private citizens or the self employed, who will be able to use the vehicles for private and working purposes. There are plans to launch a competition for selecting the citizens involved, who will need to meet certain characteristics: They must be in possession of a dedicated car parking space where a charging station can be constructed, ideally under cover They must have sufficient funds to cover the cost of managing the long-term rental service (or possibly to purchase the vehicle).
    • Partners of the projects12
    • The web site to choose your vehicle13 http://www.parmanetwork.it/zec/veicoli.html
    • Charging infrastructures14 The spread of electric vehicles in the city must go hand-in-hand with the creation of a strategy for infrastructures that charge the vehicles. In order to lay the foundations for developing a charging network, it is necessary to draft a specific programme in keeping with incentives for the demand for the electric vehicles stipulated in the plan. The infrastructures must be compatible The number of infrastructures must be such that with different vehicles, produced by there are enough for reaching the objectives given in the plan. The ratio between the different car and motorcycle industries number of charging stations and the number available on the market when the plan of vehicles must be high, to increase comes to being implemented confidence in electric vehicles. Influencing factors according to type and location of infrastructures When choosing the location of the charging When choosing the charging infrastructures, infrastructures, it will be necessary to weigh up care must be taken to ensure that the system’s needs for space for operating electric vehicles safety requisites are met, as well as ensuring it as opposed to the already critical space is accessible and easy to use; requirements for internal combustion vehicles
    • Developing the network15 The programme for developing the network must answer two questions: 1) Identifying the points 2) Identifying the of origin, namely by destination points, answering the question: namely by answering the where do owners or question: where do users of an electric owners or users of an vehicle live? electric vehicle go?
    • Strategy16 The strategy follows two lines, according to the type of In both cases, the electricity infrastructure needed to charge the vehicles will come from renewable sources, this being essential for Private (or restricted) infrastructure: of the slow charging type, this will be linked pursuing the goal of a complete to the purchase of an electric vehicle and will cycle with zero emissions be located in the garage (or private parking space) of the owner or, in the case of a fleet, the vehicle’s user Public charging infrastructure: the rest of the charging network will be made up of fast charging stations located in public and company car parks, municipal roads, shopping centres and modal interchanging stations. Fast charging will only be considered during the second phase of the project, taking account of technological developments.
    • Location17 The following elements have been taken into account with regard to the location of the charging infrastructures Characteristics of the local area Car sharing Companies areas and Mobility Managers Figures for traffic entering and Multi-modal Natural leaving the city platforms shopping Private centres apartment Park-and-ride block car parks Hubs (railway car parks Public parks station, institutions, Neighbourhoods Residential Historical with low demand etc..) car parks centre and 30 kph areas
    • Location 2/218 In detail then, the location of the charging stations provides balanced coverage of a large part of the area, starting from the outer ring, at the park-and-ride car parks, along the main roads leading to the city centre, near the most densely inhabited areas in small peripheral car parks, in car parks in structures located near the last ring surrounding the historical centre, within the historic centre itself which is both the starting point and destination of the most frequently made journeys, thereby satisfying the possibility to access all the hubs that attract large numbers of people
    • Distribution of the charging network19 Loca%on   Total  sta%ons   Phase  1   Phase  2   Park-­‐and-­‐ride  car  parks   8   4   4   Suburban  car  parks   16   8   8   Structural  car  parks   12   6   6   Natural  shopping  centres   18   6   12   Shopping  centres-­‐  Supermarkets   Centro  Torri   1   1   Euro  Torri   1   1   Ikea   1   1   Panorama   1   1   Barilla  Center   6   3   3   Esselunga   2   2   Cinecity  (mulEplex  cinema)   3   3   Airport   4   2   2   MulE-­‐modal  plaJorms   14   7   7   Companies  with  mobility  manager   30   10   20   Public  organisaEons   Council  (DUC  and  Town  Council)   4   4   Hospital   4   2   2   University  (Campus  and  rectory)   12   4   8   Sports  faciliEes   15   7   8   Car  sharing  service  points   7   7   Railway  staEon   5   5   Public  parks   8   2   6   Neighbourhoods  (30  kph  areas  of  Lubiana   8   2   6   and  Montanara)   Neighbourhoods  with  low  demand   20   2   18   Private  individuals   100   20   80   TOTAL   300   100   200  
    • Promoting the Project20 Support for putting the project into practice will take two forms Operations for promoting mobility with electric vehicles No limitations for accessing the Reduction of parking tariffs or No limits to circulation historic centre (first phase) making them free of charge Operations for promoting awareness and usage of the service Co-marketing with all the CRM campaign for individual Advertising campaign parties involved in the project users
    • Developing the project21 The second phase involves consolidating the start up and development towards three basic lines •  Definitive and executive planning of the service and local business model Second Phase •  Constructing the real demand for (5 years) mobility and carefully defining the targets and first users •  Growth in demand •  Defining the services offered and stipulating agreements with car industry •  Making the services operators offered fully •  Creating the charging operational with the infrastructure based on the real demand marketing of new products in the first phase by industry •  Launching the service through a •  Expansion of the marketing and advertising campaign for the charging network and new product resultant increase in the number of private and First phase corporate users. 18 months
    • The economics of the project 1/222 The overall investment to be made over the 5-year period is just over € 9 million. In the first phase of the start up, an investment of €1,916,000 is planned (almost all of which is planned on a capital account basis). Subsequently in the second phase (up until full operativity is reached), the investment will be a little over €7 million. Once the project is underway, the operational service will involve running costs of €500/700 thousand per year, including maintenance and promotional activities. The managements costs include sub-headings for the running of the service. The calculations made, however, exclude amounts for electricity consumption. During the executive phase of the project, links with the multi-utility IREN (or any other energy suppliers) must be defined, along with the relevant costs resulting from forecasted estimates for running distances and charging.
    • The economics of the project 2/223 ZEC  Zero  Emission  City   INVESTMENTS  AND  RUNNING  COSTS   Type  of  expense   Detail   Amount   1  Planning  phase   €90,000.00   2  Charging  infrastructure   €2,400,000.00   st Slow  charging  system-­‐  phase  1  staEons   €300,000.00   1  phase   AddiEonal  charges  –  phase  1   €500,000.00   st 3  Organising  and  Start  up  of  the  service-­‐  1  phase   €  426,000.00   4  SupporEng  demand  for  electric  mobility   €  4,200,000.00   ContribuEons  for  purchasing  iniEal   €240,000.00   public  fleet   st IncenEves  for  business  and   1  phase   €240,000.00   organisaEons  on  rental  basis   IncenEves  for  private  individuals  for   €  120,000.00   purchasing  or  rental  basis   nd 5  Management  costs-­‐  2  phase  2012-­‐2015   €  1,980,000.00   Total  phase  1   €  1,916,000.00   Total  phase  2   €  7,180,000.00   Project  Total     €  9,096,000.00  
    • Benefits of the project 1/224 In this project, it was decided to assume the value indicated in the Stern Review, 2006 of 75 euro per tonne for the SCC index. With regard to atmospheric pollutants, the following were considered: sulphur dioxide (SO2), nitrous oxides (NOX), ultrafine particles (PM2.5 and PM10 particles with a diameter of less than 2.5 or 10 microns), carbon monoxide (CO) and volatile organic compounds (VOCs). Financial costs linked with atmospheric pollution (ultrafine particles, sulphur oxides and carbon dioxide etc…) have been calculated adopting those of the INFRAS – IWW study, Externals costs of transport (2004), this being a source accredited by the European Community. To sum up, the average cost values used for the estimate are as follows:   pollutants: 1.27 Euro cents/passenger per km;   climate altering emissions: (CO2): 0.94 Euro cents/passenger per km,   noise: 0.52 Euro cents/passenger per km.
    • Benefits of the project 2/225 Taking the following calculation hypothesis into consideration: 1) 900 electric vehicles, replacing as many vehicles with an internal combustion engine; 2) Use of renewable energy to recharge the batteries; 3) An average vehicle occupation of 1 passenger; 4) An average distance covered of 12,500 kilometres per year When fully operational, we obtain a value of over 250,000 Euro a year saved by adopting a fleet of 900 electric vehicles charged using energy from renewable sources. This amount is equal to the annual management costs stipulated in the plan. In particular, attention must be focused on the environmental aspect, which when fully operational will make it possible to cut annual CO2 emissions from vehicle traffic by 1,600 tonnes, as well as those from other pollutants, not to mention those that are harder to quantify such as ultrafine particles, sulphur oxides, carbon monoxide and volatile organic compounds.
    • 26 Thank you for your attention ZEC Zero Emission City Project Manager: Carlo Iacovini c.iacovini@greenvalue.it