Short description of ZEC project

1. ZEC – ZERO EMISSION CITY
ELECTRIC MOBILITY PLAN FOR THE CITY OF
PARMA
Carlo Iacovini
GreenValue
2011 – 2015
Presentation of the Project

2. Document Contents
2
 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

3. Characteristics of the ZEC project
3
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

4. Objectives of the Zec project
4
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

5. The management model 1/3
5
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.

6. The management model 2/3
6
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).

7. The management model 3/3
7
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

8. Mobility requirements: types
8
Electric Car Sharing
Company fleets
Private individuals

9. Electric Car Sharing
9
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

10. Company fleets
10
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)

11. Private Individuals
11
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).

12. Partners of the projects
12

13. The web site to choose your vehicle
13
http://www.parmanetwork.it/zec/veicoli.html

14. Charging infrastructures
14
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

15. Developing the network
15
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?

16. Strategy
16
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.

17. Location
17
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

18. Location 2/2
18
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

19. Distribution of the charging network
19
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

20. Promoting the Project
20
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

21. Developing the project
21 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

22. The economics of the project 1/2
22
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.

23. The economics of the project 2/2
23
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

24. Benefits of the project 1/2
24
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.

25. Benefits of the project 2/2
25
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. 26
Thank you for your attention
ZEC Zero Emission City
Project Manager:
Carlo Iacovini
c.iacovini@greenvalue.it