LAP EVUE LSG Frankfurt Am Main 01

8/13/2019 LAP EVUE LSG Frankfurt Am Main 01

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Action Plan for Promoting the U

Electric Vehicles in Frankfurt a

Status: 30.05.2012

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http://ec.europa.eu/regional_policy/index_en.h


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Contents

Extract from the EVUE Project Application ................................1. Introduction ............................................................................2. Basic Principles and Objectives ...........................................

2.1 Project context and origin.............................................................

2.2 Political specifications...................................................................

3. Policies European, National, Regional and Local Approa4. Guidelines ...............................................................................5. Problem Definition and Lessons Learnt ...............................

5.1 E-mobility in Frankfurt and Rhine-Main from Users' Perspectiv

5.2 Experiences and lessons learntfirst-hand reports ................

5.2.1 Report on the first E-vehicle used in the city's carpool.....5.2.2 E-Mobility in delivery traffic report from UPS..................

6. Activities, Knowledge and Targets ......................................6.1. Dissemination support and funding of E-mobility in Frankfurt a

6.1.1 Replacing the city's carpool for community services by E6.1.2 Establishing pedelec-sharing schemes..............................6.1.3 Use of E-buses.......................................................................6.1.4 Establishing and implementing a city logistic concept on 6.1.5 Extending the use of EVs in car-sharing models...............6.1.6 Implementing a mobility card in combination with eTicke

6.2. Focus on electro-mobility facilities to improve the use of EVs

6.2.1 Charging points in the public and semi-public environme6.2.2: Providing charging facilities in private business car park

6.2.3: Providing charging facilities in public P&R car parks.......6.2.4: Extending the solar power station network........................6.2.5: Activities at Frankfurt Airport (Fraport AG)........................

6.3 Targets for 2025 ............................................................................

7. Implementation, Resources and Funding ...........................B i l


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1. Introduction

City Councillor Markus Frank, responsible for Economic

Human Resources and Sport:

E-mobility has been a widely discussed subject for some years now wi

expecting miracles from the new quiet vehicles, and the other describing

(EVs) as nothing but false labelling, nuclear power in "green" vehicles.

So what is the truth about e-mobility, can it really help cities solve their e

problems? What about economic viability and practicality for day-to-day u

The city of Frankfurt am Main has made it quite clear with several politica

wishes to become a forerunner in E-mobility in Germany. To this end, we

"Frankfurtemobil" pilot projects to build up a charging station infrastructu

suitability of EVs for day-to-day use through different types of user group

participating in the joint European project EVUE (URBACT II), the generais to investigate and exchange ideas related to how cities can develop in

sustained strategies in order to increase the use of E-vehicles. In this pro

cooperating with cities such as London, Stockholm, Oslo and Lisbon, for

project started in January 2010 and will run until December 2012.

Public transport is a major factor in reducing environmental pollution. The

Main has taken up on this and has made sure that all new buses used o

for tender since the end of 2006 meet the highest European environmenhas made Frankfurt am Main the pioneer of the EEV standard in German

represent further progress in favour of the environment, they are quiet an

significantly reduce noise levels. In addition, they are CO2free, because

approve power gained from regenerative energies for battery charging.

The urban local transport company traffiQis actively observing the marke

to offer sustainable public transport in future too; transport which corresp

latest standard and the high quality requirements of our customers. Ecol

and social criteria all play a role here.

In addition, Frankfurtemobil is planning to improve the environmental ba

particularly in the city centre, by using more and more EVs for delivery a

ll ti th i b i i l i


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2. Basic Principles and Objectives

2.1 Project context and origin

The objective of the EVUE project is to promote the use of EVs in Europ

run until the end of 2012. Nine members from throughout Europe are inv

partner is London. traffiQLokale Nahverkehrsgesellschaft and the Frank

Development are the German Partners in the EVUE Project.

The formation of Local Support Groups (LSG) for the individual project p

in the project application so that LAPs which are as practicable as possib

The Frankfurt LSG played a decisive role in the creation of the LAP.

The group is made up of various members of municipal, urban and priva

well as educational institutions, who have met regularly since 2010 to de

and to contribute towards the preparation of the LAP, depending on their participation and possibilities.

2.2 Political specifications

Today, E-mobility is a vital component in the battle against environmenta

(particulate matter, exhaust emissions, noise, CO2etc.) and can thus ma

contribution towards achieving local, national, European and global clima

the power used for E-mobility is gained from regenerative energies, E-m

local mobility. It thus makes a contribution to retaining sustainable mobili

people, at the same time making an important contribution to improving l

our cities and regions.

On the basis of these political specifications, the city of Frankfurt am Mai

forerunner in implementing E-mobility and has already passed respective

have been expressed in the sense of a vision to be realised by 2025.

This Local Action Plan (LAP) for the increased use of E-mobility is based

the LSG related to these civic resolutions and picks up on national and in

experiences gained e.g. during the EU project EVUE (Electric Vehicles in


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3. PoliciesEuropean, National, Regional and Lo

Approaches

The complex European funding systems with their various funding p

different subject-related priorities contain a wealth of approaches tha

promote measures related to electro-mobility. For example, electro-m

supported through soft measures with regard to sustainability under

"Mobility management". This is through funding programmes such a

programmes for interregional cooperation, for example, or the URBAwhich supports the formation of networks for the exchange of experi

in European cities. Another non-technological programme is "Intellig

Europe", which is under the umbrella of competitiveness and innova

the energy efficiency of new and renewable energy sources in the tr

well.

At the moment, the European Union's 7th framework programme for

2013) is the central reference point for research and development pr

programmes "Cooperation" for promoting international cooperation p

subjects of "energy", "environment", "traffic") and "Capacities" for inc

and innovation capacities in Europe are the programmes in question

In addition, the development of eco-friendly vehicle technologies and

necessary infrastructure is being supported through the private-publ

"European Green Cars Initiative" which is funding the development osystems for road traffic in cooperation with the European Commissio

pre-condition is that the overall process does not result in increased

also includes the ERA-NET Plus initiative Electromobility+ which fun

projects on a European basis.This initiative is also being supported

and participation of the EU commission within the context of the NEP

issued by the German government.Further possibilities are offered

Eurostars Programme, which supports the development of a new proproduction method.

The German government initiated the project 'Electro-mobility in Ger

model regions are being supported in preparation of regional market

This programme was introduced in 2009 and expired in 2011. The d


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technology development and is encouraging companies and vehicle

develop both vehicles and infrastructure.

The city of Frankfurt am Main is responsible for transport and mobilit

and cooperates with regional partners in the vicinity of the city as we

partner in the German electro-mobility model project. The city is plan

fleet of EVs for use by city administration and municipal companies.

supporting the setting up of a publically accessible charging infrastru

The local transport plan for the city of Frankfurt am Main is also inve

pollution-reduced drive technology for buses.

4. Guidelines

European guidelines

The EU Commission

National guidelines

Promotion plan electro-mobility

Communal guidelines

Resolution by the city councillors dated 07.05.2009, 5885 with the

leading role and becoming a forerunner in the field of electro-mobility

Strategy paper "Electro-mobility in the year 2025 in Frankfurt am Ma

strategy" ( 735 dated 01.11.2011).

Report by the municipal authority to the city council meeting (B384 d

Technical guidelines

VDI (Verein Deutscher Ingenieure (Association of German Engineer

ZVEI (Zentralverband Elektrotechnik- und Elektronikindustrie e.V. (C

Electrical Engineering and Electronics Industry))


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5. Problem Definition and Lessons Learnt

5.1 E-mo bi l i ty in Frankfur t and Rhine-Main from Users' Pe

The specialised group "traffic planning and public transport" at the UAS F

has been working under Prof. Petra Schfer in the research field of E-mo

The group is investigating the users' point of view and the potential of E-

integration in day-to-day mobility. User data was acquired from the resea

Lion 2010 - The Hessian E-Car Driver" within the framework of the Hess

initiative and the accompanying social science research on E-mobility in

Rhine-Main, with results being available for consultation for future measu

The accompanying social science research in the model region Rhine-M

designed as higher-order accompanying research for all the demonstrati

in the model region. The 15 demonstration projects had been designed h

distinctions are made both in terms of the number and type of vehicles a

of vehicle availability and the number of users who had access to these v

the type of vehicle allocation (directly assigned or following the car-sharin

from one demonstration project to another. For this reason, the surveys w

individually to each demonstration project. However, they were designed

majority of the data could be compared.

The users were extremely motivated, so that the feedback quota was almsome cases. The interviewees are not representative of the whole popul

which must be taken into account when considering the results. The soc

data indicates that those surveyed in the model region Rhine-Main make

homogeneous group mainly comprising male academics on a high incom

awareness of environmental issues.

The demonstration projects based in the model region Rhine-Main dealt

usage of E-mobility. The results of the accompanying socio-scientific res

exclusively to pedelecs (electric bicycles), however. These were availabl

in Rhine-Main, whereas other types of EVs were under-represented. This

the relatively long delivery times for E-cars, whereas pedelecs were avai

after the project started.


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Distanc e covered every d ay by th ose su rveyed in Frank furt (acc. to SrV 2008, n=4,

n=2,184)

The users of EVs in the model region reveal a similar picture, whereby in

distances travelled to and from work were examined. Daily traffic was no

rather the distance between home and workplace (see Fig. 2). Assumingcar has a capacity range of 100 kilometres even in unfavourable weathe

be concluded that EVs are suitable for the daily drive to and from work fo

those surveyed. Pedelecs are also an alternative to motorised private tra

distances of up to 20 kilometres. This covers 70 per cent of those survey

Distance from hom e to work (n=273)

Th i f t ffi l i i t id EV k i l l bli t


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Overall it can be seen that the users in the Rhine-Main region did not shi

transport to EVs, which means no competition can be seen here, wherea

competition between conventional cars and E-cars for longer journeys an

and pedelecs for shorter distances.

Various results of the accompanying research indicate that local public tr

mobility complement each other well. This is to be further promoted throu

offers in future. It is also desirable for E-mobility measures not to be prom

local public transport, for example as far as opening bus lanes for E-carsaddition, the potential for pedelecs should be taken into further account,

particular that eco-friendly synergies with local public transport occur.

As far as the necessity of charging facilities in public space is concerned

distinctions between the pure pedelec users and users of other EVs, as c

diagrams below. 36 per cent of pedelec users feel that a public charging

necessary. In contrast, 14 per cent consider it absolutely necessary. The

reversed for the users of other EVs: only 2 people said that public chargirequired, whereas 22 out of 66 people considered they were necessary.

Share of means of transport in overal l mobi l i ty before and dur ing the us e of EVs

pro ject (n=1,129 and n =1,760)


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Users also had to indicate which general conditions charging stations in

have. Multiple answers were allowed for this question. Both the pedelec other EVs surveyed found it important that charging stations in public spa

and that the clearing system is easy to use and follow. Users want easy

with good signage for the respective charging stations. Many also consid

protect against vandalism to be necessary. In relative terms, pedelec use

against vandalism and protection from the weather as more important tha

EVs.

Requirements on charging stat ions in publ ic space, pedelec users (n=121, answer

There were hardly any problems with the charging process according to t

pedelecs and other EVs. Charging was usually easy to integrate in the d

users charged their EV at home. Many had charging facilities available a

The relatively expensive EV technology, particularly the battery, is curren

acquisition costs. Only a few of those surveyed were prepared to bear th

compared to a car with a combustion engine. Instead, many of those sur

readiness to buy an E-car would be increased by certain buying incentive


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Requirements on charging stat ions in publ ic space, other EV users (n=66, answers

Buying incentives could be financial criteria, mainly more favourable veh

insurance for E-cars or free parking spaces. Permission to use the bus la

regarded as a buying incentive by those surveyed and was not considere

traffic planning point of view.

Sources:[1] Institut fr angewandte Sozialwissenschaft (Infas) & DLR Institut f

(2008): Mobilitt in Deutschland (MiD) 2008. [Institute for applied s

(Infas) and DLR Institute for traffic research (2008): Mobility in Germ

[2] Technische Universitt Dresden, Verkehrs- und Infrastrukturplanun

in StdtenSrV 2008. [Technical University of Dresden, Traffic a

Planning (2008):Mobil i ty in cit ies SrV 2008.]


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5.2 Experiences and lesso ns learntf i rst-hand reports

5.2.1 Report on th e first E-vehicle used in th e city 's carpo ol

In November 2010 Frankfurt Economic Development GmbH introduced "

service EV of the city of Frankfurt am Main to go into operative use in ord

experience with E-mobility and justify Frankfurt's forerunner role in the fie

the purposes of recognition by citizens and customers alike and to marke

in the field of E-mobility, the vehicle bears the "Frankfurtemobil" logo of t

partners involved.

Stromos with the Frankfurtemobil logo and the EVUE logo

The "Stromos" is built by the company "German E-Cars", a subsidiary of

automotive supplier company Frger based in Grebenstein, north Hesse

based on a Suzuki Splash which has had the combustion train removed

completely converted to electric drive. With this electric drive, the vehicle

speed of 120 km/h and is charged at a normal (Schuko) socket (220V/16

Evaluat ion of the drivers' logs

Between its introduction in November 2010 and March 2012, the "Stromo

total of 6204 kilometres (204 official trips). Charging capacity was sufficie

trips since the users were familiar with the capacity range. It could be see

distributed relatively evenly over the months of the year and approached

conventional official cars. With 110 out of 428 trips, a total of about one q

with the three official cars was done with the electric car. Of the more tha


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Comparison of the frequency of use of electro and combustion vehicles

The capacity range specified by the manufacturer as 100 - 120 kilometreconfirmed, however, and is impossible to achieve in the winter months in

account of the lower performance of the battery in practice. The parking

for the capacity range since it is operated by bio-diesel. It was found that

out trips of under 80 kilometres. This means that the reduced range in th

not decisive for use.


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Distances covered: the electric car was mainly used for short and medium distanc

The charging time of about 6 hours when the battery is completely empty

manufacturer's specifications. The users surveyed said that the handling

charging process before and at the end of an official trip was not a select

addition, the survey showed that the option of extending capacity range b

external charging process was not used for official trips. Users stated tha

extending the capacity range was not necessary for official trips, and tha

was not enough known about where exactly public or private charging of

is possible. Advance research for an external charging process is awkwa

more time for an official trip to be planned.

The drivers who used the vehicle regularly assessed the driving characte

direct comparison with conventional vehicles as a positive experience. T

and low-noise drive in particular increase driving pleasure and guarantee

feeling. In addition, it is important to the users surveyed that their use of econtributing to reducing pollutants in the air. For this reason, the environm

of the image and thus an important reason for those surveyed to use the

new driving dynamics.


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UPS tests a fully electric delivery vehicle from Modec in practice

The fact that the E-van is charged internally overnight and is not recharg

during the day during a stint of up to ten hours makes capacity range a m

Although the kilometres covered by delivery vans in urban areas are ma

has to be taken into account alongside delivery density (number of packa

structure (size and weight of individual packages) when planning the tou

The actual capacity range depends on further factors such as outdoor tethe heating, route profile and the age of the battery. It can also be seen t

personal driving style has a significant influence and that trained E-drivin

for industrial use. In addition, car workshops and servicing processes als

mastered for fleet use. This is particularly true with regard to ease of mai

of design, qualification of servicing staff, dependence on the technical se

manufacturer, purchase of special tools and technical systems as well as

infrastructure.

The vehicle is basically well received. Drivers confirm driving pleasure an

torque of the E-motor, which is available in full right from the start, and dr

switching gears contribute to this. The position of the batteries gives the

of gravity which benefits driving safety. Generally speaking, this is consid

it fills drivers with a certain amount of pride to be steering this image bea

positive attitude overall within the company with regards the testing.

At the end of the day, the high requirements on reliability as well as perfo

and handling in everyday operation are decisive. Ergonomically optimise

vehicles serve as the reference for evaluation.

The quiet road noise of the EVs results in less noise pollution, but can ha


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and easier servicing. At the moment significant additional costs must be

useful life. However, conventional vehicles can be replaced completely in

situations (route planning).In dialogue with the municipalities, solutions can be drawn up to have a p

the efficiency of EVs by designing the conditions of use.


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6. Activities, Knowledge and Targets

E-mobility will become extremely important for urban mobility over the ne

play a key role, together with urban transport.

Solutions must be developed for the challenges linked to increased traffic

As early as in 2009, the city Frankfurt am Main set itself the target of taki

here and becoming a forerunner in the field of electro-mobility (resolutiondated 07.05.2009, 5885).

To achieve this target, the city must develop a clear strategy.

For this reason the a cross-department team of the municipal authority w

other competent partners from the E-mobility sector to draft a strategy pa

"Electro-mobility in the year 2025 in Frankfurt am Main".

The strategy paper contains 26 projects which are intended to support anintroduction of E-mobility. The implementation of the projects demonstrat

efficient use of E-mobility in the Frankfurt urban area in the next 15 years

Thus seven targets are to be achieved by the year 2025, starting with a c

network of public and private charging stations through to the day-to-day

mobility chains with the focus on E-mobility.

2020: Straightforward day-to-day use of multi-modal mobility chains w

mobility (e.g. through mobility card).

E-mobility has been included in the overall transport plan (2015-2025

By 2025, 10 per cent of the automotive traffic in Frankfurt am Main w

operated.

Frankfurt has a powerful, differentiated and extensive network of pub

charging stations.

In 2025 the share of low-emission and low-noise traffic within the "Anis over 50 per cent.

The power required for EVs is gained 100 per cent from regenerative

The "Frankfurt model" for E-mobility has proved its worth and is being

Germany.


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6.1. Dissemination support and funding of E-mobility in Fr

6.1.1 Replacing the city 's carpo ol for comm unity services by EVs

The city of Frankfurt am Main is "setting a good example" and gradually u

more EVs in its own carpool for day-to-day business. On the basis of the

available on the market, regular evaluation of where and when such vehi

sensibly and efficiently takes place. EVs with short delivery times, which the market in the next 12 months, are particularly suitable for courier jour

trips within the urban area. The capacities of these vehicles at night and

entirely sufficient to allow them to be charged completely before they are

The situation is different in the case of emergency and rescue vehicles, h

electric drive technology has not yet been developed far enough to guara

per cent reliability. For this reason, use of E-vehicles for these safety-rela

feasible on the basis of the vehicles currently available. As a first step, th

pass a resolution analogue to the resolution concerning the use of natura

declaring the preferred use of EVs in Frankfurt's city administration. Offic

interested must be allowed to purchase EVs despite the significantly high

The usability of the EVs must then be checked regularly (e.g. every two y

of the current technological standard on the E-mobility market.

6.1.2 Establ ishing pedelec-sharing schemes

A pedelec sharing system is to be built up together with cooperation part

The pedelec stations are to be set up at important nodal points in the pub

in order to offer and promote the use of the public transport network with

changing to sustainable individual means of transport at the stop.

The pedelec charging stations should be linked with a possibility of storin

safely. These "charging ports" are to be equipped with photovoltaic systegeneration.

To make the sharing scheme as cost-efficient as possible, cooperation p

experience in this new field of bicycle or pedelec sharing are to be sough

avoids the cost-intensive set-up of a necessary billing system and the "le


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by E-buses provides a high saving potential for particulate matter and CO

the use of electric drive technology in this field seems promising. Howev

maturity of the vehicles available and the problem of funding the additionplay the decisive role at the moment.

For the technology to be able to be used in Frankfurt am Main, it would a

gain initial experience in the operation of E-buses and work together with

identify any problems in day-to-day operation and develop solutions for t

question of range, issues such as usability in winter in terms of the behav

rechargeable batteries as well as issues of cooling and heating technolog

examined and practical solutions must be found.

In cooperation with the local transport company traffiQLokale Nahverkeh

Frankfurt am Main mbH and in accordance with procurement practice, th

am Main is planning to identify suitable bus manufacturers who are able

functional and electrically operated buses with minimum ranges for the d

Together with the manufacturers, pilot projects and test runs could be ca

buses under everyday conditions in order to gain experience together an

the vehicles according to the respective requirements and make them m

Prior to implementation, an examination and the drafting of a concept is n

to weigh up possible risks better and provide a more accurate estimation

As well as local public transport functions, other areas of application sho

for E-buses such as the exhibition centre and airport traffic etc.

6.1.4 Establ ishing and imp lementing a city logist ic c oncept o n the b

On the basis of the project launched by UPS (see 5.2.2) for city logistics,

services should be won over to the use of E-delivery vehicles. The first-h

gained within the framework of the project is to be used to prepare a city

based on EVs and special pedelecs / delivery bicycles in order to replace

with combustion engines by E-vans in the urban area in the mid-term, th

exhaust emissions.

As well as integrating these companies in model projects, a work group i

all parcel delivery services in order to determine the feasibility and the ne

of the service providers to cooperate.

The project targets doing without fossil fuels over the "last mile", i.e. the l


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6.1.5 Extending the us e of EVs in car-sharing modelsIn Frankfurt, services are offered by several classic car-sharing compani

with local public transport companies. More than 300 car-sharing vehicle

almost 10,000 customers.

EVs are to be used in car-sharing schemes in Frankfurt. The EVs are to

different car-sharing carpools where they can demonstrate the advantag

Car-sharing customers often travel short distances of up to 60 kilometres

disproportionate use of small cars. Many of these trips can be done by E

and vehicle size are provided by EVs.

A car-sharing carpool is made up of vehicles for different purposes. Thes

cars through estates and vans to delivery vans and 9-seater minibuses. T

different vehicles with different drive technologies is to be put into practic

Frankfurt in future.

Many customers will be able to use EVs and there will be a direct connectransport as well.

The booking software requires technical adaptation in order to take charg

times and the optimisation of vehicle charging times into account. In add

communication must be extended by EV-specific information. However,

acceptance of higher usage costs for EVs on account of the higher acqu

still needs to be determined.

6.1.6 Imp lementing a mobi l i ty card in combin at ion with eTicket Rhe

The subject of sustainability is an elementary component of a mobility ca

Main. For this reason, only those transport companies whose ranges are

emission and low-noise means of transport or are making an active cont

traffic in urban Frankfurt should be included, alongside additional functio

it easier to use the services provided by different transport companies in

promote these, the eTicket RheinMain is to be used as the basis for devecard for Frankfurt am Main and subsequently for the Rhine-Main region c

the moment, plans are in place to organise the use of car-, bike- and ped

systems using the eTicket medium, which will also be able to be used for

charging fees. For multi-modal usage possibilities, the card has to be ab


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Test field inducLufthansa

6.2. Focus on electro-mobility facilities to improve the us

6.2.1 Charging p oints in the pub l ic and semi-publ ic environment

To be able to create charging possibilities for EVs throughout the urban a

concepts and stations that are as easy as possible to use and suitable fo

plug types need to be developed and tested. The "Frankfurt model" whic

stations and charging stations was developed as a functional open syste

used to further extend the existing network of stations.

ABGnova studies on the set-up of charging infrastructures

On behalf of Mainova AG and ABG FRANKFURT HOLDING, ABGnova

introduction of sustainable e-mobile ways of life in Hesse and intend

awareness of the concepts in the region. The technical day-to-day s

available (Citroen C1, Tesla Roadster) and particularly of the infrastations, plug and billing systems) was examined and technical con

enable EVs to be charged particularly in urban areas where space is sc

operational area for charging stations was extended to the surrou

conditions related to this.

Participation in numerous events, publications and trade

fairs have helped to draw the public's attention to the

subject. A specialist committee was formed with the

coordination team Frankfurtemobil and has met eight

times so far. There have been events held for

employees, Mainova roadshows, a booth at the

Hessentag fair 2011 and demonstration systems for the

"Frankfurt model" and inductive charging at the joint

booth presentation of the State of Hesse at the

International Motor Show IAA 2011 as well as at the

HOLM-Forum (House of Logistics and Mobility) at

Frankfurt Airport.

In addition, regular reports and information about the

project have been published on the website of the project co


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ABGnova has followed new paths in developing charging facilities and b

well as testing the technical day-to-day practicality of EVs and the neces

(charging stations, plug systems, billing system) in particular, work has bconcept for the development of charging station infrastructure for conurb

setting. Investment has been made in three different areas: on-street in t

surroundings, car parks operated by different companies and in the more

sprawl.

Areas of research pursued by ABGnova include:

- Determination of which charging infrastructure can be used

- Billing methods for EVs

- Conclusions about maintenance requirements for EVs

- Identification of suitable current measuring and billing processes

- Analysis of acceptance of the charging locations

- Identification of suitable charging locations

- Analysis of possibilities of protection against vandalism

The combination of parking and charging known as the "Frankfurt modelcustomer-friendly, open power charging infrastructureis a favourably-p

integrates existing parking facilities in conurbations both in car parks and

with the charging facilities to be set up.

The first power stations, which combine "park and charge" according to the "Fran

The "Frankfurt model" is an efficient and cost-optimised possibility of esta

facilities for EVs in the public and semi-public road space in Germany. Th

is particularly interesting for local authorities, because they can build on e

infrastructure for billing Car parks and pay and display ticket machines a


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The charging station systems and billing software are technical mature s

used directly on the market. The "Frankfurt model" can be transferred to

car park ticket machines as well as charging stations from any manufactusystem could quickly become widespreadif well received. In a next ste

stations can be offered with further mobility services (e.g. in combination

public transport services).

Operating instructions charging station/pay-and-display ticket machine

Mainova AG will make the dissemination of the charging facilities tested

dependent on operational experience. The high costs for setting up the fa

space must be compared with the relatively low income from electricity s

very limited distribution of EVs.

6.2.2: Providing c harging faci l i t ies in private busin ess car parks

In the USA, Ikea has started equipping car parks at its stores with chargi

In the same way, the owners of shopping centres, supermarkets, furnitur

facilities are to be approached about their willingness to provide charging


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Frankfurt solar power station at Hauptwache Environment councillo

during dedication of the

6.2.4: Extending the solar p ower stat ion n etwork

The aim of the "Frankfurt power station network" project is to promote

and extend sustainable E-mobility in Frankfurt am Main and in the RhineMain region. To this end, the member companies and partners of the

Umweltforum Rhein-Main e.V. provide free charging possibilities for the

general public, company guests, customers and employees. In doing

this, they are demonstrating social and ecological commitment. The crite

are 220 V connections on fused outdoor sockets within the framework of

company-owned car parks. The power supplied should be solar power o

from renewable energies.

The concrete objective is to enable E-mobility to be implemented today wand logistic effort, and to increase the mobility reliability and possibilities

pioneers in the region with the power station network using the internet a

www.lemnet.org.

The first PS was

dedicated in 2009 in the

presence of the

Frankfurt Environment

councillor Dr. Manuela

Rottmann in the heart of

Frankfurt at the

"Hauptwache"
http://www.lemnet.org/http://www.lemnet.org/


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Highly publicised presentations at the PS Hauptwache e.g. during Europ

and Sun Week, as well as events organised by the member companies a

subject of E-mobility throughout the Rhine-Main region.

6.2.5: Activ i t ies at Frankfur t A irport (Fraport AG)

Fraport AG will be further pursuing its activities in the field of alternative d

future, since the reduction of CO2emissions is a major aspect of the com

strategy. Vehicles with E-drive are predestined for use at the airport on a

number of short distances to be covered there, and thus contribute to limemissions.

At the moment, there are more than 3,000 motorised vehicles used at Fr

which around 10 per cent are already powered by electricity. A widely vis

transport is the unmanned passenger transport system between termina

drive is an interesting option in particular for the special vehicles required

(towing vehicles, conveyor belt vehicles, fork-lift trucks or pallet lifting tru

since the CO2emissions from these vehicles make up a large share of th

of the Fraport vehicle fleet.

At the moment, Fraport AG has two luggage towing trucks which use sta

technology and one battery-operated pallet lifting truck in operation. The

purchased at the end of 2010 following extensive tests on different vehic

different manufacturers. The experience so far has been so positive that

firm plans to purchase further vehicles of the same types by 2015. In add

has also been operating a large number of power-driven conveyor belts

for some years, as well as smaller E-towing vehicles and fork-lift trucks. T

replacement station available for the last mentioned. The economic adva

with the diesel-operated variant are obvious here, too.

Fraport AG also has a total of 5 battery-powered cars from different man

E-cars are to be purchased in the next few years providing they fulfil the

requirements for use at the airport from both a technical and economical

At the same time, a sufficiently dimensioned supply network of charging

up gradually at easily accessible locations on the airport grounds. A first

E-cars for passengers operated together with Mainova has been availab

2010 in the car park opposite Terminal 1.


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6.3 Targets for 2025

2020: Straightforward day-to-day use of multi-modal mobility chains w

mobility (e.g. through mobility map).

E-mobility has been included in the overall transport plan (2015-2025

By 2025, 10 per cent of the automotive traffic in Frankfurt will be elect

Frankfurt has a powerful, differentiated and extensive network of publ

charging stations.

In 2025 the share of low-emission and low-noise traffic within the "Anl

will be over 50 per cent.

The power required for EVs will come 100 per cent from regenerative

The "Frankfurt model" for E-mobility has proved its worth and is beingGermany.


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b. Resou rces neededResources must be provided by the operators themselves (public and pr

companies, taxi and rental car companies, car-sharing companies) for th

purchased. Frankfurt am Main will orientate itself towards demand for the

public charging facilities. Demand will increase as the number of E-vehic

increases, but the question of the extent to which such an infrastructure

public parking spaces cannot be answered at the current time. Since the

charging facilities in public space is subject to a high investment requiremcity council intends to pursue the strategy of offering freely accessible ch

public car parks. This significantly reduces investment requirements, and

reactions to increases in demand are possible.

Charging facilities are to be expanded within the framework of mixed fun

current estimates, at least 0.5 million are required to set up 100 chargin

space. Investments in this order are also required for private/industrial ch

does not take servicing and maintenance costs into account.

A final decision on the project proposal for ERA-NET Plus Electromobility

Frankfurt in March 2011 has not been taken yet. One of the proposal's o

funding of charging facilities and E-buses. Financing promises or a reque

proposal have not yet been received. The lack of market maturity and the

costs involved in the purchase of E-buses plus the costs for charging fac

not permit implementation in the local transport system in Frankfurt.

As far as E-car-sharing is concerned, a rough estimation of between 10

200,000 has been made for the fields of customer information, software/

adaptation and the purchase of additional EVs. We do not have any deta

for the funding of commercial vehicles and logistics.

c. Source of fund sThe source of funds has not been guaranteed thus far. The dynamic dev

of electro-mobility and the strained budget situation on national, regional

not allow any guarantees to be given at the moment. In order to impleme

found, potential funding from the EU, federal and state governments mus


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Setting up the infrastructure required for this is not seen to be a priority ta

spending at the moment. Sufficient funds to push the expansion of charg

power stations in the public space cannot be guaranteed at this time.With regard to E-car-sharing, both efficiency and funding need to be fina

of a city logistics concept and preparation of a concept for the implement

hybrid variants is not guaranteed at the moment either. There is no fundi

planning, expansion and funding of pedelec charging stations at public tr

the creation of pedelec-sharing possibilities either.

For this reason, the document is signed subject to the availability of fund

8. Time Line

Summer 2012 Completion and translation of the LAP

Autumn 2012 Adoption of the LAP

Spring 2013 Preparation of funding concept

Submission of alternative funding applications

From summer 2013 Earliest possible start for implementation


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9. Cost Level for Project Proposal

Estimated costs for:

Human resources (ca. 1.5 jobs/period: 2 years /650 man-days)

Human resource costs for project management

Human resource costs for marketing

Human resource costs for municipal carpools

Human resource costs for co-operations for charging facilities

Human resource costs for pedelec and solar power stations

Human resource costs for E-car-sharing schemes

Human resource costs for E-bus concepts

Human resource costs for the mobility card

External expert ise / services provid ed by private and municip al com

Image advertising for E-mobility in FrankfurtExtension of the internet portal Frankfurtemobil

Advertising for co-operations in the field of charging facilities

Marketing the mobility card

Preparation of an E-bus concept

City logistics concept (preparation, cooperation, implementation)

Involvement of experts for charging facility solutionsFunding of solar power stations, pedelec charging stations and sharing s

Investments

Public investment in municipal carpools

Private investment for E-car-sharing customer information

Private investment for E-car-sharing software and infrastructure adaptati

Private investment for E-car-sharing EVs

Scient i f ic sup port

Overall total:


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LAP EVUE LSG Frankfurt Am Main 01

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