The German administration requires regulations to be neutral with regards to technology. Thus regulations cannot directly favor electric vehicles. However, for freight transporting companies new business opportunities arise when privileges are granted for their EVs due to their low noise or non-existing tailpipe emissions.
An important prerequisite for any regulatory mea- sure is a consistent and legally-regulated marking of electric vehicles. This would allow an easy dis- tinction of emission-free and silent vehicles in traf- fic. So far electric vehicles cannot be distinguished in traffic i.e. by a label or on the license plate. The German Bundesrat (federal assembly) passed a motion put forward by Hamburg in September 2013 to label electric vehicles, but the according law is still under procession.
Important examples of regulatory advantages throughout the North Sea region are the unlim- ited right to enter pedestrian zones, zero emission zones, or environmental zones (’Umweltzone’). Further non-monetary measures are the usage of bus lanes or privileged parking. Additionally, ex- emptions for drivers with class B license to drive EVs up to 7.5 tons exist. All of these measures have also been named by and discussed with companies in interviews in chapter 3.4.
4.2.1
Free and privileged parking or
loading/unloading facilities
Good practice
Parking EVs on designated privileged parking lots, free or reduced parking fees are granted for in- stance in Oslo, Amsterdam and cities in the UK and Denmark. In Germany, Dortmund is currently discussing allowing EVs to load / unload at inner city taxi areas during certain times of the day. Companies rating
In Hamburg, interviewed craftsmen regarded park- ing exemptions as the most valuable non-financial measure; privileged parking or unloading lots were also highly welcomed by companies active in last mile delivery. The impact on municipal fleets is expected to be rather low, since municipal vehicles like the police, garbage collection, construction
vehicles are granted exceptions. Replacement
Implementing privileged parking would mainly have a positive impact on EV numbers in last mile de- livery and services, while loading / unloading areas would have a positive impact on EV numbers in last mile delivery. Fleets used for transport on-own- account often park on company premises, thus are not likely to be replaced due to the discussed mea- sure (+).
Integration
From an economic perspective, regulation regard- ing parking is a valid and common tool with which to influence traffic in urban areas (++). Reserving loading bays was seen as more critical by the ex- perts (+).
Effort and time frame
Once EVs are legally marked, the time to imple- ment parking advantages can be relatively short, requiring relatively low resources from administra- tion side of things (++). In accordance with the rating that setting up special loading bays would be less easy to integrate, the experts rated the ef- fort for this action higher (+) and the time frame longer (medium). Privileged parking Companies: + Replacement: + Integration: ++ Effort: ++
Time frame: Short
Examples: Oslo, Amsterdam, various cities in UK and Denmark
Privileged loading Companies: + Replacement: + Integration: +
Effort: +
Time frame: Medium
Examples: Oslo, Amsterdam, various cities in UK and Denmark
4.2.2
Entry into pedestrian zones
beyond delivery windows
Good practice
Examples can be found in Nuremberg (Germany), Gothenburg (Sweden), Hasselt and further cities in Belgium, Utrecht, Amsterdam and further cities in the Netherlands. However, in all these cases only certain EVs which are part of the city logis- tics concepts are allowed entry outside of delivery hours. Utilized EVs range from eCargoCycles to small eQuads with trailers up to 12 ton trucks. Ei- ther pre-consolidated trailers are parked inside the area of service and hooked to the EVs, or in micro consolidation centers the goods are transshipped to the EVs. Often, also reverse logistics - transport of recycling materials on the return tour - are part of the logistics concept.
Companies rating
The right to enter pedestrian zones outside of delivery hours was rated as the most influential regulatory privilege by companies active in last mile delivery, especially by CEP companies. How- ever, this opinion was purely referring to a general permission without a requirement for additional consolidation, like in a city logistic solution. Replacement
Allowing EVs to enter passenger zones is a reg- ulation mainly supporting the last mile delivery segment to increase the use of EVs and reduce emissions (+).
Integration
Pedestrians might be skeptical about a general right for EVs to enter pedestrian areas. From the overall economic perspective a coordinated city lo- gistic attempt is a favorable solution. However, in Central Europe, many city logistic initiatives of the past failed, due to high requirements in terms of cooperation and increased time and costs for the additional transshipment (Wolpert, 2013). More expensive electric vehicles with a limited operating range add another limiting factor.
The utilization of new electric transport vehicles, like eCargocycles and heavy electric quads utilized in the recent examples mentioned above offer a new perspective. Some initiatives report to op- erate profitably under certain circumstances; for instance with support from the municipal gov-
ernment when it comes to entry regulations in passenger zones or providing a space for a con- solidation center. For Hamburg this could be a viable option, but the safety and convenience of pedestrians needs to be considered (+).
Effort and time frame
Experts from Hamburg’s government rated this ac- tion as comparatively effortless (++) and imple- mentable within a short time frame.
Entry into pedestrian areas (combined with city logistics) Companies: +
Replacement: + Integration: +
Effort: ++
Time frame: Short
Examples: Nuremberg, Gothenburg, Hasselt, Amsterdam, Utrecht
4.2.3
Usage of bus lanes
Good practice
In Oslo, EVs are allowed to drive on bus lanes. However, EVs in Norway are mainly passenger ve- hicles, due to the tax incentives for the highly taxed passenger vehicles.
Companies rating
On average, companies found the usage of bus lanes desirable, but less important than free and privileged parking or loading. There was a com- mon understanding that such a measure should be limited to the introduction phase of EVs, as larger numbers of EVs could congest bus lanes.
Replacement
All freight transporting sectors switching to EVs would benefit from the usage of bus lanes, but bus lanes are available only in certain streets in Hamburg. Hence only vehicles which are deployed in areas with bus lanes might be replaced (+). Integration
Hamburg is currently implementing an expensive ’Bus speed improvement program’ (’Busbeschle- unigungsprogramm’). Experts fear that additional
vehicles would reduce the improvements which can be gained by the program. Furthermore, only few bus lanes exist in Hamburg, so the proposal is not considered as essential (Bozem et al., 2013, pp.93). A recent study with policy makers from the North Sea region supports this view: the usage of bus lanes was rated the least favorable measure (Bakker and Trip, 2013). In the medium term, too many freight EVs could block the bus lanes and lead to more congestion. (O)
Effort and time frame
Experts found that the measure could be imple- mented in a medium time frame with low admin- istrative resources (++).
Usage of bus lanes Companies: + Replacement: + Integration: O
Effort: ++
Time frame: Medium Example: Oslo
4.2.4
Low emission zone
Only vehicles emitting less than a certain level of particulate matter are allowed to enter the German ’Umweltzonen’ (low emission zones). In contrast to nearly all major Germany cities, Hamburg has not implemented a low emission zone.
Good practice
In Amsterdam and London, freight vehicles above 3.5 tons need be Euro 4 compliant to be granted access to the respective low emission zones. Companies rating
Low emission zones for freight were judged by the craftsmen in interviews as the least desirable non- financial measure but still effective to some extent. Replacement
Vehicles compliant to the Euro 4 emission stan- dards are allowed to enter low emission zones. Vehicles above the limits would not necessarily be replaced by EVs. Thus, this measure would not necessarily increase the share of freight EVs (O).
Integration
Relatively strict and large environmental zones are desirable from a sustainable economic perspective. A ’bue’ environmental zone according to the WHO emission standards (Becker et al., 2009, pp. 73), would lead to high reduction of air pollutants. However, to increase the share of freight EVs, fur- ther actions are necessary, as the measure alone would not raise the numbers of freight EVs (+). Effort and time frame
Experts expect that setting up an environmental zone would require a longer time frame and mod- erate administrative resources during the decision process of location, size and type of the zone (+).
Environmental zone (for freight) Companies: +
Replacement: O Integration: +
Effort: +
Time frame: Long
Examples: Amsterdam, London
4.2.5
Zero emission zone
A zero or ultra low emission zone is an area ac- cessible for vehicles which emit less than i.e. 50g CO2 per kilometer.
Good practice
Venice has an example of a zero emission zone: Within its historical city center goods delivery with conventional vehicles are prohibited. Freight is con- solidated in a logistics center and delivered solely by EVs. London is currently discussing changing the existing congestion charging area to an ultra low emission zone starting in 2020.
Companies rating
Companies were not asked to rate zero emission zones. One interviewee highlighted unprompted that a zero emission zone would be a major driver for his company to to use EVs and eCargobikes in his company.
Replacement
A zero emission zone would have a major impact on replacing conventional vehicle with EVs in all
freight transporting segments. The effect would be limited to vehicles needing to enter the zero- emission zone (++).
Integration
An inner city zero emission zone is one instrument to ensure the reduction of emissions in cities. How- ever, the measure is not popular with the public. To gain public acceptance, information campaigns and further support for green transport on national and municipal levels would be required (+). Effort and time frame
Setting up a zero emission zone would require ad- ministrative resources to be expended in the de- cision making process on location and size of the zone and to include all stakeholders (O). Thus, ex- perts expected the planning horizon to be long.
Zero emission zone Companies: + Replacement: ++ Integration: +
Effort: O
Time frame: Long Examples: Venice
4.2.6
Drivers license
Drivers of vehicles over 3.5t need a C class drivers license and a professional drivers training. These drivers are far less common and more expensive than drivers with a B class license. Large electric vans have heavy batteries and thus can exceed the weight limit of 3.5 tons when their payload is kept equal to diesel vans. In this case, more of the higher qualified, thus more expensive C-class drivers are needed. When on the other hand the weight limits are observed, the vehicles payload is reduced. This would lead to more tours of EVs compared to con- ventional vehicles, increasing costs.
Good practice
As an example the UK, France, the Netherlands, and Denmark have allowed B-class drivers to drive EVs up to 7.5 tons in order to compensate for the disadvantage of the battery weight.
Companies rating
One interviewee has named this regulatory mea- sure as an important leverage in his company to increase the usage of freight EVs. Since a compen- sation of the current weight disadvantage for EVs would not have a negative impact on other com- panies it is, in fact, considered as rather positive for the companies.
Replacement
Only freight transporting companies deploying diesel vehicles close to 3.5 t (if battery weight is deducted) or up to 7.5 t (if exception would be granted for B licenses) would benefit and might consider replacing their vehicle with an EV (+). Integration
On average the experts from administration were positive about the measure, although one com- mented that an exemption up to 7.5 tons seems to be inappropriate. The scientists added concerns, that literature regarding social and legal aspects of the suggested measure is lacking so far, but on average the rating remained positive (++). Effort and time frame
The necessary legal changes would need to be im- plemented on federal level. Hamburg, as a federal state, could support a corresponding initiative in the Bundesrat (federal assembly), taking low re- sources (++) but an intermediate time frame.
Drivers license Companies: + Replacement: + Integration: +
Effort: ++
Time frame: Medium
Examples: Netherlands, UK, Denmark
4.2.7
Time or spatial limitations for
loud heavy vehicles
Electric vehicles are predestined for off-hours or night time delivery, as especially heavy electric transport vehicles are more silent up until 50 km/h - which encompasses nearly the whole city area (Umweltbundesamt, 2013b).
Good practice
Delivering freight with silent vehicles during off- hours delivery can reduce congestion and thus emissions. If silent EVs are allowed to deliver at times other vehicles are banned, business models can become more viable. Hamburg has included night delivery as a vision in its masterplan on climate protection (Senat-Hamburg, 2013, p.8). In Paris clean delivery vehicles (Euro VI, gas or electric) are allowed to delivery at anytime, while other delivery vehicles have time windows to ob- serve (Dablanc, 2011). In Dortmund, a company active in transport on-own-account is testing off- hour delivery. The tests have shown that even though the electric motor is more silent, the body of the heavy vehicle needs to be improved as well. The city of Dortmund is currently discussing to allow the silent truck on one major street which is closed for heavy commercial vehicles due to noise protection.
Companies rating
Interviewed companies rated the measure as not being very effective, since many of them deliver during regular office hours. In order for the measure to be effective, delivery windows for conventional vehicles would need to become stricter, or noise sensitive areas would need be limited to low noise heavy traffic in general.
Replacement
The potential to expand delivery hours in the parcel and mail delivery segment are about only two hours in the morning and evening each (Tenkhoff, 2011, p. 135). To overcome this drawback, a ’Bentobox’ was tested in the EU project Citylog to decouple delivery from reception times (Citylog, 2014). One haulage company in textile logistics considers de- ploying EVs in triple shifts (Taefi et al., 2013b). Thus it can be concluded that in last mile delivery the capability to switch to off-hours delivery is de- pended on the customers preferences. Companies transporting freight on-own account and municipal fleets are not depended on external customers and could integrate off-hours and night time delivery more easily, as the example of T¤di in Dortmund shows (Taefi et al., 2013b). Enforced by regulation or customer requests, vehicles utilized in off-hours transport would be replaced by silent EVs (+).
Integration
Experience of the practicability of this measure should to be tested and validated in pilot projects. A first project in Dortmund shows that not only the engine technology, but the whole vehicle body and loading or unloading process needs to be inte- grated to ensure a silent operation (+).
Effort and time frame
Experts judged that a regulation of off-hours de- livery with silent vehicles or other exemptions for low noise vehicles could be put in place within a medium time frame with medium administrative effort (+).
Exemptions due to low noise
Companies: O
Replacement: +
Integration: +
Effort: +
Time frame: Medium
Examples: Paris