DRAFT VERSION. Boundary Conditions WP3. Presentation by: Managing partner July, 2015 Version 3.2 (DRAFT)

Transcription

1 DRAFT VERSION Boundary Conditions WP3 Presentation by: Harm Weken FIER Automotive (NL) Managing partner July, 2015 Version 3.2 (DRAFT) This report represents the first collection of materials (and initial analysis) for the Boundary Conditions based on existing data from different regions

2 The I-CVUE project Countries involved: Austria, Belgium, France, Netherlands, Norway (not EU), UK, Spain. Focus: Comparing the differences between the countries in terms of local conditions, regulations and incentives in relation to the uptake of EV s In-depth TCO calculations of vehicles classes &categories (including realising an on-line toolkit) Policy recommendations to public authorities on EV stimulation policies Through mentoring of fleet-managers, increasing the number of EV s with vehicles. Based on the specific local conditions and the requirements of the individual fleets. Project partners: 2

3 Success of EV uptake Absolute number of BEV/FEV and PHEV/E-REV sold BEV/FEV and PHEV/E-REV sales in % of total vehicle sales 3 Source: ICVUE

4 Finnøy: Island in Norway Interesting facts 70% of all new car sales in Finnøy are EV s Finnøy an island near Bryne on the west coast in the southern part of Norway. The main reason for the good sales is the toll road tunnel connecting the island to Stavanger, which is free for passing EV s. This is among the most costly toll roads in Norway in 2012 (+/- 17)

5 Main boundary conditions - 4 main topics incentives Non-financial incentives Regional/ Local conditions 5

6 The I-CVUE project Overview of financial incentives Purchase incentives for owner: No VAT No purchase taxes (can be CO2 related or otherwise) or discount Purchase subsidy National up-to 5.000,-- and more (some combined with scrapping old ICE) Some specific for (B)EV s, some including PHEV s, some including low CO2 car (less effective for EV) Local subsidies, up to 5.000,- and more (Even up-to ,-- for LCV s and taxi s ) For companies, faster and/or additional P&L depreciation (in several variants / Germany battery related) Operational: No / less road/circulation tax Free public charging Other very specific national advantages for companies (reduction electricity tax etc) For the employee with company car: No / less income tax (for private use of car). In NL and UK strong effect on uptake. 6

7 The I-CVUE project Overview of other & non-financial incentives Bus lane access in congested areas Free public parking Dedicated and free parking & charging place (nearby home) Discount or free at toll-roads Free ferry crossings Discount or no congestion tax Exempt for alternating number-plate regulation (on days with high pollution levels) Environmental city zones, limiting access for polluting vehicles. Relative clean ICE s allowed! less effective for uptake for EV s! The diversity & substance of local policies/incentives (both financial and nonfinancial) create micro-economies with an impact on national figures 7

8 incentives National Calculation of TCO s: ICE versus EV Per country Based on: 4 years of ownership Two different annual mileages ( km/a) and ( km/a) Private ownership versus company car TCO for owner. And tax benefits for employee with company car (impressive impact) The following segments are included in the calculation: A: mini cars; B: small cars / supermini; C: medium cars; D: large cars; E: executive cars; N: delivery van Per segment the average of the top selling models (often most efficiënt models, so NOT car park average) Note: Because some input for the calculations is not using the same conditions between countries, there are only analyses on costs differences between drivetrain within countries, not between countries 8

9 incentives National A: mini cars B: small cars / supermini C: medium cars D: large cars E: executive cars N: delivery van 9

10 incentives National Other OTC are other one 5me costs, like recycling costs etc. Purchase costs, Private ownership, C segment 10 Source: ICVUE

11 incentives National Deprecia5on is including VAT + Purchase Tax + OTB (one 5me benefits like subsidies) CoM: cost of Money Insurance in UK is currently missing TCO, 4 year private ownership, C segment, km/a 11 Source: ICVUE

12 Regional/local conditions Cost of Energy (Petrol/Diesel/Electricity) Comparison has been made with information of fuel consumption given by manufacturers. The compared vehicles are in same segment Companies Private users 12 Source: ICVUE

13 The I-CVUE project incentives - Local / regional What s next: Leasing & business ownership (tax) benefits for employees with company cars (Hugh effect in NL and UK) Specific applications for example for taxi-fleets (with its specific tax regulations) Local incentives have in some countries played an important role in the uptake Price policy of charging and the regulation can make or break the business case: In some Dutch cities, public charging infra is outsourced to commercial organisations! Price up-to 40 Eurocents/KWh! Industrial prices can be ¼ of the consumer prices! High fixed distribution cost per charger, make business case for slow charging infra, very difficult In Germany it s unclear if public availability of private chargers is allowed (fines) / Netherlands funds private chargers when public available! Side effects of policies: NL supported PHEV s heavily. With strong effect on uptake. However a large 13 % of users do not or not regularly charge.

14 The I-CVUE project incentives - Local / regional First conclusions: Policy on taxation of cars, defines how much room there is for incentivising (tax breaks) Highly relevant for uptake of EV s: Purchasing cost of EV s relative to ICE (after incentives) AND! TCO relative to ICE For getting-to-scale, it is all about money but local factors can be very decisive:! Parking place in Amsterdam, bus lane access in heavily congested area s, toll exemption (TCO) 14

15 DRAFT VERSION Co-funded by the Intelligent Energy Europe Programme of the European The sole responsibility for the content of this publications lies with the authors. It does not necessarily reflect the opinion of the European Neither the EASME nor the European Commission are responsible for any use that may be made of the information contained therein.