DEEDS Workshop: Integrated urban zero carbon mobility · 9/17/2019 · “Clean, safe and connected mobility ... digitalization and shared mobility, there is a pressing need for

Workshop Report

Research & Innovation

for unlocking the

decarbonisation of

transport

17 September 2019, Brussels

DEEDS – 776646 Workshop Report: Research & innovation for unlocking the

decarbonisation of transport

DEEDS

Dialogue on European Decarbonisation Pathways

GA No. 776646

This project has received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement No 776646. The sole responsibility for the content of this document lies with the DEEDS

project and does not necessarily reflect the opinion of the European Union.

Contents

1. Context…………………………………………………..…………………………………………2

2. Summary of presentations……………………………………………………...…………………2

2.1. “Clean, safe and connected mobility – EU Long-Term Strategy” – Alex Volkery, Team

Leader for Clean Transport, DG MOVE, European Commission…………………...……2

2.2. “Low-to-zero options for air travel and shipping” – Bill Hemmings, Senior Advisor,

Aviation and Shipping, Transport and Environment………………………………………3

2.3. “Integrated urban zero carbon mobility, Thomas Willson, Policy Advisor Mobility, EUROCITIES…………………………………………………………………………...……3

3. Knowledge gaps and R&I recommendations……………………………………………………4

3.1. Enabling low emission technologies …………………………………………………………4

3.1.1. Battery electric vehicles………………………………………………………………..…4

3.1.2. Policy Framework………………………………...………………………………………5

3.1.3. Infrastructure & market needs……………………………………………………………6

3.2. New Mobility demand patterns & behaviour in cities…………………………..…………6

3.2.1. Integrated transport planning………………………………………………..……………6

3.2.2. Uncertainties in long-term planning…………………………………………...…………7

3.2.3. Enabling (technology neutral) policies & pricing……………………….……….………7

3.3. Towards low-emission public transportation………………………………………………8

3.3.1. Regulatory framework……………………………………………………………………8

3.3.2. Large scale production and fleet penetration……………………………………..………8

3.3.3. Investment (uncertainties) ………………………………………………………….……9

4. Conclusion…………………………………………………………………………………….……9

5. Annexes………………………………………………………………………………………...…10



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1 Context

Transport services within the EU-28 Member States were responsible for 26% of total domestic CO2

emissions in 2015 (European Commission, 2018). In spite of immense efforts to reduce the carbon

footprint of the transportation sector in past years, environmental performance is below expectations.

Moreover, millions of people in Europe commute to work daily – using their car or public transport,

especially in cities, contributing to higher stress levels and poorer health among citizens. To cut

emissions, we need to identify the opportunities for electrifying transport and of alternative fuels for

transportation. Cities with their dense infrastructure are perfect testing grounds for new and innovative

solutions to do so. Therefore, we need to better understand research gaps in electro mobility, explore

zero-emission transport modes, such as cycling, as well as social and consumer behaviour influencing

transportation choices.

The EU has a clear target of reducing GHG emissions almost completely by mid-century, with a

potential tightening to net zero emissions under discussion. This transition will require deep changes

in Europe’s economy, public institutions, politics, social networks, as well as transport systems and

technologies. Despite that the transport landscape is already undergoing changes that can support

decarbonisation, such as electrification, digitalization and shared mobility, there is a pressing need for

faster and deeper transformations in systems, technologies and consumer behaviour.

The DEEDS workshop on transport “Research & Innovation for unlocking the decarbonisation of transport” provided insights into the fundamental transformations required for this sector to contribute

to carbon neutrality by 2050 in the EU and looked into the recommendations of the High-Level Panel

(HLP) of the European Decarbonisation Pathways Initiative. Participants discussed the challenges for

low emission technologies (batteries, hydrogen, etc.), new mobility patterns in cities, low-emission

public transportation, as well as the policy solutions needed in R&I to accelerate the development of

sustainable transport. The workshop collected concrete ideas for research and innovation programs for

the coming years, integrating the perspective of the transport sector in the decarbonisation of Europe’s economy and society. This has been done in collaboration with stakeholders from policy, local

governments, academia, companies and civil society.

The workshop took place on Tuesday, 17 September at the EIT InnoEnergy’s offices in Brussels,

Belgium and had 30 renowned participants from industry, civil society, European Commission and

academia (see Annex I: List of Participants).

2 Summary of presentations

The workshop participants welcomed one introductory speaker and three keynote speakers. Welcome

word and presentation on the High-Level Panel (HLP) Report’s transport chapter was given by Adriaan Slob, TNO and coordinator of the DEEDS project consortium.

2.1 “Clean, safe and connected mobility – EU Long-Term Strategy” – Axel

Volkery, Team Leader for Clean Transport, DG MOVE, European

Commission

Axel Volkery, Team Leader for Clean Transport at DG MOVE, European Commission introduced the

EUs’ long-term strategy on a clean, safe and connected mobility. The Commission highlights potential

pathways towards a climate neutral economy which are also economically, environmentally, socially

and technologically feasible.



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DG MOVE aims to address challenges and uncertainties regarding the present status and future

development of the transport sector. Such uncertainties arise for instance when concerned with the

availability of alternative (zero-/low-carbon) fuels and new vehicle technologies, their distribution and

the adaptation of current infrastructure; the need for efficiency of the transport sector – on roads as

well as on tracks, on waterways or in the air – and its limited capacity; as well as the acceptability of

changing modes of transport. Decarbonising the European transport and mobility sector requires a

complete rethinking of the current system. To achieve a carbon neutral transport sector, coherent

monitoring and analysis of transport data infrastructure is needed, in order to avoid market barriers.

Aviation and shipping need to be more strongly anchored into future decarbonisation policies.

Additionally, an open, accessible, inter-operable and smart infrastructure across European borders

needs to be developed. Most importantly, infrastructure for walking, cycling and public transportation

need to be heavily promoted and made the most reasonable and most convenient and therefore more

attractive alternative. The DG MOVE works to achieve this by supporting EU legislation and other

initiatives on sustainable and intelligent mobility.

2.2 “Low-to-zero options for air travel and shipping” – Bill Hemmings,

Senior Advisor, Aviation and Shipping, Transport and Environment

In his presentation Bill Hemmings, Senior Advisor on Aviation and Shipping at Transport and

Environment reports that about 2,5% of total European CO2 emissions are currently caused through

aviation. What’s more, aviation has a high impact on the global climate due to the extent of its non-

CO2 emissions (water vapour, sulphate aerosol, soot aerosol, NOx) and its effects (linear contrails and

cloud formation). Therefore, aviation became part of the EU Emissions Trading System (ETS) in

2012. Yet, since then emissions have grown by about 26% within EU boarders, reports Hemmings. It

is therefore crucial to not only reduce and regulate CO2 emissions, but also regulate the mitigation of

non-CO2 emissions. The relation of the ETS, the European Commission and the International Civil

Aviation Organization (ICAO) and its Carbon Offsetting and Reduction Scheme for International

Aviation (CORSIA) are in need of balancing and non-carbon emissions need to find strong

consideration in regulating aviation in the face of climate change.

When it comes to shipping, Hemmings argues that more efficient ships need to be developed and

design efficiency standards with more ambitious targets introduced. The International Maritime

Organisation (IMO) has a 40% efficiency reduction target by 2030. Europe should set similar targets

for its ports and shipping sector. Additional emission reductions can be achieved by a 10% reduction

of speed of ships. This may equal a 25 or 30% reduction in emissions. A first step towards this, may

be the announced inclusion of shipping in the EU ETS by European Commission-president elect

Ursula von der Leyen.

For both, aviation and shipping a scale-up of zero- or low-carbon fuels, such as hydrogen and

ammonia, the taxing, increased efficiency as well as other measures need to be taken into

consideration as well. A high amount of research funding is currently going into LNG infrastructure.

This however, Hemmings sees as critical, due to some issues such as methane-leakages. Indeed,

electrification might be better suited to decarbonize the shipping and aviation sectors.

2.3 “Integrated urban zero carbon mobility, Thomas Willson, Policy

Advisor Mobility, EUROCITIES



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Thomas Willson, Policy Advisor for Mobility at EUROCITIES identifies health issues due to air

pollution, the raising adaptation costs with respect to climate change, noise, congestion, lack in shift of

mobility mode and traffic accidents as the most pressing challenges in the urban transport sector.

Measures that city authorities use when it comes to decarbonising transport are often of fiscal nature.

In addition, they might reduce parking spaces to turn them into parks. Research and Innovation shapes

and drives how measures, logistics, digitalisation and urban planning are approached. The focus of

consideration shifts towards setting the urban quality of life and accessibility of cities. This is in

contrast with the discussion focussing on increasing transport efficiencies and strongly considers

balancing transport modes within cities. To advance and accelerate this process an exchange of best

practices, developing and harmonising shared visions, and replicating innovation is needed.

3 Knowledge gaps and R&I recommendations

The discussion document and the corresponding chapter of the High-Level Panel report elaborate on

knowledge gaps identified in the current status of decarbonisation of the transport sector and market:

• Readiness of low- and zero-emission vehicles and necessary recharging and refuelling

infrastructure

• Lack of enabling policies for battery electric vehicles (BEVs)

• Better understanding of consumer behaviour (e.g. modal shifts)

• Roll-out of smart and digitalised systems to unleash electricity network in the transport sector

and reduce the risk of re-bound effects

• Build-up of Europe’s battery manufacturing industry and battery recycling processes

• Large-scale deployment of alternative fuels such as hydrogen

• Analysis of opportunities and drawbacks to decarbonisation of shipping sector

• New market designs, accommodating battery electric as well as hydrogen fuel cell vehicles

To get further input into the above outlined knowledge gaps and identify research and innovation needs,

participants were asked to join one of three groups to discuss a) low emission technologies (batteries

and hydrogen), b) new mobility demand patterns and behaviour in cities, and c) towards low-emission

public transportation. In a first breakout session, each group was asked to fill in a “problem tree”, in which the roots represent the knowledge gaps and barriers, the trunk represents the implementation

actions and next steps and the treetop represents the solutions and goals – the decarbonisation of the

transport sector. The first session focused on the roots and was an exercise in problem analysis. The

second breakout session focused on the implementation needs – the trunk – and aimed to focus

discussion on concrete next steps which need to be taken to decarbonise the transport sector within the

three respective thematic groups.

3.1 Enabling low emission technologies

3.1.1 Battery electric vehicles

3.1.1.1 Knowledge gaps

Electric vehicles are on the rise globally. Battery electric vehicles (BEV) are becoming increasingly

affordable and efficient. However, to determine their role in a future low-carbon transport sector, more

research into future mobility concepts is necessary. For example, whether cars will be individually

owned or if there will be increased mass transport. On the one side this requires the development of



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several possible transportation pathways to have a joined conclusion of what the future mobility sector

should look like. And how this would relate to the use and upscaling of BEVs. With increased use of

BEVs, the problem of recycling of batteries will intensify. On the other side, this will also require the

development of tools to understand and quantify long-term mobility demand patterns at local as well

as national and regional, EU-level. Ideally, such a research tool will also support the reduction of

mobility demand.

Despite significant uptake in recent years, BEV penetration into the markets is still too slow to make a

significant contribution to the EU’s climate targets. Main issues for that are relatively high capital costs as compared to traditional fossil fuel powered cars, shorter driving range, an inadequate charging

infrastructure, and a lack of information for consumers.

3.1.1.2 R&I recommendations

In order to accelerate the uptake of BEV, capacity building for consumers is necessary. This might

include an overview of nearby charging stations, duration of charging sessions or durability of driving

times, given that most trips are short to medium-distance only. More research into innovative

education concepts is therefore needed, to lastingly change behaviour in favour of BEVs. Subsidies

and the development of new mobility concepts which shifts preference to BEV might also accelerate

uptake. Furthermore, R&I should focus on distribution of vehicles. The update of individually owned

e-cars should not be followed by a subsequent increase in traffic jams. Smart-infrastructure

management systems should thus be researched.

3.1.2 Policy Framework


Low emission transport modes are penetrating existing markets not fast enough in order to fulfil the

EU’s climate targets. There is a gap between existing and necessary policies and market designs. To

develop a market design which makes it easier for low-emission vehicles to be obtained and utilised –

be it private or public – more research into existing infrastructure (charging stations, support centres

etc.) is necessary. To do so, it is important to develop a just and coherent mobility concept which

clearly outlines the uses of individual or mass transportation and their effects on “transport poverty”, seeking to minimise “underprivileged groups”

3.1.2.2 R&I recommendations:

In order to be able to develop an enabling policy framework for low emission transport, R&I needs to

determine the best and most cost-benefit beneficial use of financial incentives to make alternative

drive systems and fuels more attractive to the broader public. This can include subsidies for buying

new electric vehicles. In a similar manner, older models could be taxed throughout the EU. In

addition, new mobility pricing schemes (e.g. integrated ticketing systems) which might cheapen public

transport services should be developed and their impact on modal shift from private to public transport

better understood.

Either way a new policy framework will need to increase certainty within and across Member States

(e.g. different fuel taxation schemes, road taxes, varying electricity prices), to not support uptake of

low-emission transport to the expense of another country.



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3.1.3 Infrastructure & market needs


The increasingly high demand for mobility services – especially in cities – puts a strain on existing

infrastructure and can lead to inefficiency and delays. More research is needed into how best to utilise

existing infrastructure. In addition, more research into new infrastructure needs able to cope with

increased public transport and electrified individual transport will be necessary with the acceleration of

low-emission transport modes.

This also includes re-thinking of port-infrastructure and labour. Many ports are inefficiently managed

and not able to keep up with the demand of future decarbonisation measures.


Policy frameworks need to stipulate dynamic market growth and transformation. These could include

a strengthened role of prosumers, and pricing strategies, but also enable innovative ideas to make

Mobility as a Service (MaaS) more efficient e.g. through new apps that lets commuters choose the

most sustainable transport route and mode.

In order to gain necessary data about infrastructure needs and efficient infrastructure planning, large

scale demonstration projects (super-labs) need to be established. They can offer additional benefits,

such as driving experience of BEV for potential future owners which might lead to behaviour changes.

These labs may identify most of the market barriers and identify corrective policy measures. Their

focus should thus be on bringing existing technologies to the market and consumers.

3.2 New Mobility demand patterns & behaviour in cities

3.2.1 Integrated transport planning


Integrated transport planning is a crucial aspect of a low-emission transport sector, as it encompasses

various modes of transport across different national and social contexts. This should include

information on individual carbon allowances of each person. To process this information, big data

could be utilised. In addition, more research on the links between the transport and energy systems are

required, with an emphasis on smart grids and network optimisation, demand side response

technologies and digitalisation. In addition, relatively few data is available of how our behaviour

affects climate change. R&I should thus focus on developing an adequate data gathering framework

and evaluation metrics. The use of collection standards might be considered. Given the social and

economic varieties in Europe, one glove would not fit all. It is therefore important that social aspects

need to be included in any monitoring framework for transport decarbonisation. The decarbonisation

cannot be undertaken by a single group of stakeholders alone, rather it should be a joint effort from

everybody. Future research should thus focus on how behaviour can be nudged into the right direction,

and how bottom-up processes could complement top-down policy making.


Super labs can have an integrated perspective on the energy system (mobility, heating, industry, etc.)

and allow testing innovative concepts or policy measures in practice. They should be facilitated as

important tools towards decarbonization. R&I could potentially utilise them also to develop a data

gathering framework which could enable big data to better understand “real” consumer behaviour in



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different settings. Upscaling pathways from the limited regional level of living labs towards national

and international levels must be identified and utilised. In addition, training and education curricula

need to be developed and disseminated for consumers and regulators in administrations in all member

states, to disseminate information on decarbonisation and the role of each individual and consumer.

R&I should develop ways to compare different fuels more easily. The prices per kWh for BEV, diesel,

gasoline or LPG are typically shown in a way that does not reflect the different distances people can

drive with. It must thus be easier for the consumer to understand how much he/she has to pay to drive

for a certain range. These should have a view to leaving no one behind and include “winners” as well as “losers” of systemic changes that come along with transport decarbonisation initiatives. Setting up

specialised degrees at universities on public transportation could also be an option to initiate broader

accepted change, as might be peer-to-peer exchange through city partnerships. Another idea on how to

change people’s behaviour is the use of nudging methods (see workshop report on social innovation for more information). Alternatively, to nudging (positive incentives) a sort of “demonising” bad behaviour or “nudging” (e.g. flight shaming) and prohibitions (negative incentives) could be thought

of. Top-down policy decisions should be supported by bottom-up public procurement procedures to

empower the population when deciding on mobility paths.

3.2.2 Uncertainties in long-term planning


The decarbonisation of Europe needs coherent and integrated long-term planning. Long-term planning

to reduce uncertainties and reassure stakeholders about the political willingness to fulfil climate

change targets and the potential returns on low carbon technologies investments. A clear long-term

view, which should support sustainable actions, is crucial to give investors clarity when making long-

term investment decisions. The absence of such a vision will hinder investments in innovative and

sustainable solutions. Current long-term planning insufficiently addresses knowledge gaps and

uncertainties. More research is needed into existing and potential future capacities of alternative

technologies and fuels. The steps needed to diversify Europe’s energy mix towards more renewable

energies likewise shows gaps.


Currently there exist a broad range of low carbon transport solutions that can make a significant

contribution towards the decarbonisation of the sector. Research and innovation efforts should take

public opinions into account when staring long-term planning for the decarbonisation of transport.

R&I should further focus on developing a shared vision for a future transport sector. Such a vision

would give consumers guidelines when making investment decisions on which long-term

developments can be expected. This needs to be backed by science which requires more research into

life-cycle carbon assessments for materials, but also across the value chain, as well as transport

behaviour.

3.2.3 Enabling (technology neutral) policies & pricing


Promoting low- to zero-carbon transport technologies needs to take the different purchasing power of

people with differing socio-economic and spatial backgrounds into account, therefore the gap between



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available data, and local/national policy-making needs to be addressed. This means, that technologies

and their pricing might vary from country to country. Therefore, it is important to assess these

purchasing strengths and national differences in technology preferences, in order to come up with a

fair and transparent system. This might mean more research into often underrated low-tech

technologies and how to maximise their effectiveness, but also how different needs can be turned into

political interest and hard regulation.


To develop appropriate, and context specific technologies and pricing mechanisms, it is important to

improve the relevance of public transportation as well as zero-carbon transport modes such as walking

and cycling. Moreover, digitalisation could help to improve and optimize port, rail and road

infrastructure and work therein.

3.3 Towards low-emission public transportation

3.3.1 Regulatory framework


In order to unleash the decarbonisation potential of transport, we need to transition towards low-

emission public transportation. However, there is a significant lack of data to monitor and analyse the

existing public transport fleets. This in turn, leads to a lack of EU standards and a lack of measures

included in the member states’ national climate and energy plans (NECPs). Often, policy-makers are

not aware of existing technology options.


To improve the regulatory framework and enable the uptake of low-emission options for public

transportation, research should focus on gathering and analysing data as well as existing technology

options and policies and turn these into pilot projects such as super labs, where integrated policies can

be tested. This might be easier, if public- private dialogues are created to develop solutions and raise

awareness among the broader public.

3.3.2 Large scale production and fleet penetration


Large scale production and fleet penetration of public transportation is necessary to reach the EU’s climate goals and net-zero emissions by 2050. To do so, however, a scale up in public transportation is

needed. Yet, knowledge on necessary investments in and cost intensiveness of renewed public

transport fleets is missing. Similarly, information is missing on whether the EU Member States would

have enough renewable energy resources to supply low-emission public transport with enough energy

(e.g. electricity, hydrogen and / or biofuels). Research also needs to address different ways and options

(e.g. such as already existing certificates) to ensure that green energy is really “green”. Lastly, there is

no transparent and EU-wide monitoring scheme available for public transport fleets, which makes

determining long-term investments and people’s behaviour difficult.




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To enable large-scale production and fleet penetration of public transport, more research on the

economies of scale of alternative fuels such as hydrogen is necessary. In addition, research should also

focus on electricity needed to power a public transport system and which kind of infrastructure this

would require (e.g. charging, storage). Additional initiatives should be established to encourage an

effortless modal shift from private individual vehicles to public mass transport. To do so, research into

behavioural changes in transport patterns is necessary and should assess the impact of modal shifts on

GHG emission reduction. Lastly, knowledge programmes need to be developed, in order to improve

citizen’s awareness of the low-carbon transformation of the transport sector.

3.3.3 Investment (uncertainties)


The biggest knowledge gap on investment concerning the decarbonisation of transport lies within

unclear costs associated with the decarbonisation. There is no clear estimate on what amount of

investment into infrastructure (streets, cycling paths, charging, railway, ports etc.) or renewables

generation capacity would be needed. There is also uncertainty about the future costs of hydrogen

when it becomes market ready. Such investments are often partly carried by people using transport

vehicles, and as such often seen as a financial burden rather than an environmental matter.


Research must focus on how to accelerate change at the lowest cost. This means smart

taxation and pricing measures to re-organise mobility on the one side, but also public-private

partnerships which can leverage large-scale investments. Research must determine how these

taxation schemes and PPPs should look like, in order to get the most rapid and best results

possible. Potential measures could be increased funding for cycling paths, or lower taxes for

low-carbon regions or transport vehicles. Communities could set up special initiatives to

award people taking public transportation rather than individual cars to work. Furthermore,

the external costs of an emission intensive and environment damaging business as usual

approach need to be internalised into its overall cost. These external costs need to be charged

up against the costs of decarbonising the public transport sector. Existing infrastructure

investment funds need to revise their investment portfolio and strategy, in order to provide

funding for small and medium sized projects as well.

4 Conclusion

The workshop concluded with the following policy recommendations for research and innovation in the

coming years:

• Develop long-term decarbonisation pathways for mobility to guide decision-making at

European, national and local levels

• Empower people through bottom-up consultations and procurement procedures, to raise

awareness and acceptance for decarbonisation in the transport sector

• Monitor port activities, to optimise port management

• Develop and establish super labs, to facilitate integrated mobility planning

• Shift the focus of the discussion from the mode of transport to mobility itself



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5 Annexes

Annex 1: List of Participants

Participant Affiliation

Asikis, Konstantinos Municipality of Farkadona, Greece

Banas, Dimitrios Union of Greek Shipowners

Beianu, Elena InnoEnergy

Budden, Keith Centre of Excellence for Low Carbon and Fuel Cells

(Cenex)

Cogan, James Ethanol Europe

Dolejsi, Petr European Automobile Manufacturers' Association (ACEA)

Dubbels, Naemie K. World Future Council

Eastlake, Andy Low Carbon Vehicle Partnership

Egal, Juliette Transport & Environment

Fabian, Thomas European Automobile Manufacturers' Association (ACEA)

Fontaine, Robert STIB-MIVB - Société des Transports Intercommunaux de

Bruxelles

Gillett, William European Academies Science Advisory Council (EASAC)

Gröger, Klemens Verband Region Rhein-Neckar

Haesler, Irina German Shipowners Association

Hemmings, Bill Transport & Environment

Krzywkowska, Grazyna European Commission

Lange, Pia Alina RECHARGE aisbl

Luh, Sandro Paul Scherrer Institute & ETH Zurich

Mourey, Thomas Polis Network - Cities and Regions for Transport

Innovation

Popkostova, Yana European Centre for Energy and Geopolitical Analysis

Ramachandran, Kannan Paul Scherrer Institut, Switzerland

Rodrigues, Alexandre University of Sussex

Seeuws, Bram Autodelen.net

Slob, Adriaan TNO - Netherlands Organisation for applied scientific

research

Smokers,Richard TNO - Netherlands Organisation for applied scientific

research

Spanevello, Tommaso UNIFE - The European Rail Supply Industry Association

Unterlohner,Fedor Transport & Environment

Velazquez Abad, Anthony University College London (UCL)

Volkery, Axel DG Move, European Commission

Willson, Thomas EUROCITIES

Zhang, Yiqian ICLEI - Local Governments for Sustainability

http://autodelen.net/



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Annex 2: Agenda

Time Content Format

9:30 – 10:00 Walk in & registration

10:00 – 10:20 Welcome Address and Opening Keynote

Adriaan Slob, TNO (Coordinator of DEEDS)

Plenary

10:20 – 10:50 Keynote: Clean, safe and connected mobility, EU Long-Term

Strategy

Axel Volkery, Team Leader for Clean Transport, DG MOVE,

European Commission

Q&A

Plenary

10:50 – 11:20 Coffee break

11:20 – 11:50 Keynote: System transition to electromobility, the example of

batteries

Bo Normark, Thematic Leader Smart Grids and Storage, EIT

InnoEnergy

Q&A

Plenary

11:50 – 12:20 Keynote: Low-to-zero options for air travel and shipping

Bill Hemmings, Director, Aviation and Shipping, Transport &

Environment

Q&A

Plenary

12:20 – 13:30 Lunch

13:30 – 14:30 Breakout Session 1 – Challenges to turn away from fossil fuels

• What are the R&I needs and challenges to decarbonise

transport?

• What are the market bottlenecks for this turn?

Discussions in topic-based groups:

Low emission technologies (batteries, hydrogen)

New Mobility Demand Patterns & behaviour in cities

Towards low-emission public transportation

Problem Tree

14:30 – 15:00 Keynote: Integrated urban zero carbon mobility

Thomas Willson, Policy advisor Mobility, Eurocities

Q&A

Plenary

15:00 – 15:15 Coffee break

15:15 – 16:15 Breakout Session 2 – Decarbonising transport

• What are the policies and regulatory changes needed for R&I

towards a decarbonised transport?

• What are the needs for the transport industry to shift their

business models towards decarbonised models?

Discussions in topic-based groups:

Low emission technologies (batteries, hydrogen)

New Mobility Demand Patterns & behaviour in cities

Towards low-emission public transportation

Wrap-up

Idea

Development

16:15 – 16:30 Closing Plenary



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Annex 3: Summaries of breakout sessions

1. Low emission technologies (batteries, hydrogen)

Key insights

Through a brainstorming session, key problems/issues for deep decarbonisation of the

transport sector were listed. The following are some examples

• Increasing/high demand for mobility

• inefficiency of transport system

• Inadequate infrastructure

• high cost of new vehicle

• Policy uncertainty (fuel tax, electricity price, road tax……) • Low commercial update of new tech.

• Technology neutral policies don’t support uptake of new technology

• Need for high density low carbon fuels and accessibility to low carbon fuels, e.g. in

shipping/aviation

• Taxes and subsidies encourage traditional choices

• Mobility pricing - How much to pay for transport services, need for new market/

innovative pricing

• Inefficient management of ports (marine)

The above issues were grouped under four broad categories, viz. technology, policy, market,

society, others (see Fig.). In the second breakout session, it was agreed to discuss one or two

category/groups, namely market and policy. The discussion was aimed to identify concreate

recommendation on R&I.

Given the car fleet account for the sheer share of CO2 emission, the scope of the discussion

was limited to fleet. Within car feet, the focus was promoting battery electric vehicles (BeV)

(assuming electricity supply will be zero carbon).

The solution to promote BeV depend on the mobility concept, i.e. whether cars will be

individually owned or manufactures offer mobility as services. Therefore, it was emphasised

to understand what mobility concepts do we need (wish to have) in the future? Develop tool

to understand/quantify long term mobility demand at micro/miso levels. Such research may

facilitate identifying option for curbing mobility demands.

The subsequent discussion was based on as-if the future mobility will be individually owned

cars.

A general agreement was that technology (vehicles, fuel, drivetrain, charging stations, etc.) are

already available. Thus, the R&I should focus on bring these technologies to market.

Main barriers for slow penetration of BeV is due to high capital cost, driving range issues,

inadequate charging infrastructure, etc. However, it was argued that these are not real issues

per se. Rather lack of information prevent the adaptation of BeV. Therefore R&I is needed

for finding way to communicate/ offer information to consumer about new mobility

concepts. There is a need for real data for communication, e.g. mapping of charging station

address range anxiety given most trips are short distance, living lab experiments, etc)

On the market aspect, develop and encourage new markets (prosumer, MasS, pricing

strategies, etc.)



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There is a need more ‘largescale’ demonstration (living lab), i.e. offer driving experience of

BeV (e.g. BeV trial for a week to experiment), investing in charging station, etc. it may

address most of the market barrier and identify corrective measures.

There is a need for understanding and addressing transport/mobility poverty; winner and

looser of new mobility concept/markets

Way to optimize port (to improve operational efficiency)

2. New Mobility Demand Patterns & behaviour in cities

a. Knowledge gap / Problems:

i. A clear long-term mobility vision is necessary in order to have clarity when

deciding on long-term investments. The current mobility policy objective was

described as “zero-emission traffic jam”. ii. Congruent fuel-price and technology metrics are necessary to improve the

consumer understanding.

iii. The system boundaries of such metrics should be broader for allowing to

include e.g. social aspects when comparing technologies and fuels.

b. R&I recommendations and actions:

i. XXL living labs have an integrated perspective on the energy system

(mobility, residential, energy etc.) and allow testing innovative concepts or

policy measures in practice. They should be facilitated as important tool

towards decarbonization. Pathways must be utilized for upscaling such living

labs to national and international levels.

ii. Big Data can be used for understanding ‘real’ consumer behaviour (instead of ‘wrong’ behavior that is found in surveys).

iii. Training, education, and easy information-access is necessary for consumers

(and also for regulators) to let them understand the environmental impacts of

their actions.

iv. Top-down policy decisions should be supported by bottom-up public

procurement. This is crucial, as the population (in particular the potential

‘losers’ of systemic changes) should be empowered/engaged when deciding on mobility approaches

On a broader level of the discussion, there were contrary opinions about the

fact, if people make rational decisions. Related to that, some participants

suggested to “demonise” ‘bad’ behaviour, while others were suggesting using nudging-methods.

3. Towards low-emission Public Transportation

a. Knowledge gaps:

• Missing monitoring of public transport fleets

• Missing shared vision of all stakeholders

• Cost intensiveness of fleet replacement

• Citizens’ awareness is mostly a given

• Low ambitions to convert interest and will into hard regulation

• Lack of demanding climate laws, hard regulations as well as political ambitions

• Need to improve relevance of public transportation, walking and cycling

• Smart taxation & pricing of measures to reorganise transportation and mobility

• Use money raised through taxation of transport transition (“punishments”) for measures that will benefit the public

• Standardise and make findings comparable across boarders

• Sources of ‘green’ energy supply need to be supplied and safeguarded



15

• Changes in transport seen as an investment rather than an environmental matter

• Uncertainties of the capacity of alternative technologies (alternative fuels)

• Research in hydrogen technologies, wireless charging and distribution of charging

points/stations

• Shift of transport mode

The above issues were grouped under four broad categories, policy makers (local,

national, regional), citizens, markets/companies/businesses

b. R & I recommendations:

• Create degrees/universities with focus on public transportation

• Progressive implementation, without deciding at once/ try out the technologies

parallel and decide along the way

• Internalising external costs on EU level

• Investments in infrastructure

• Adapt funding: regulate decrease the minimum amount funds can provide, e.g.

road safety investment funding

• Create partnerships between cities

• Create apps MASS operators that choose the best/most sustainable route and kind

of mobility

• Model shift not only in fuel, but also behavioural shifts in choosing mode of

transport

• Accelerate change with the lowest costs

• Public-private dialogue on the development of solutions

• Mobility as a service

• Public dialogue on low-carbon transport

• Low carbon areas benefit from special low taxation

• Support communities with leading initiatives

• Large-scale → PPP → funding & investment

• Investment into infrastructure

• Gradual change and diversification of energy mix

• Research on storage

• Optimisation of use of electricity

Annex 4: Additional input by participants

• Modal shift as a solution to reduce carbon emissions of transport can have tremendous

impact. Displacing 5% of car drivers to buses, metros, or even bikes can have stronger impact

on CO² emissions that deploying more e-cars.

o R&I recommendations: Customer behavior studies on mobility (and modal

shifts); studies on how effective MaaS tools are to influence behaviors; research on

the real impact on modal shift on CO² emissions; replacement of individual cars by

bus fleets.

Annex 5: Presentations

Mobility and

Transport

Clean, Safe and Connected Mobility –

EU long-term strategy

DEEDS workshop

Research and Innovation for Unlocking the Decarbonisation of Transport

Axel Volkery

Policy Coordinator Clean Transport

Directorate-General Mobility and Transprot

Unit B4 « Sustainable and Intelligent Transport »

17/09/2019

Transition to a climate neutral economy

• Commission Communication on a Long-term Climate Strategy -> transformations necessary (energy system, buildings, transport, industry, agriculture).

• There are a number of pathways for achieving a climate neutral EU, challenging but feasible from a technological, economic, environmental and social perspective.

MtC

O2

eq

MtC

O2

eq

Non-CO2 other

Non-CO2 Agriculture

Residential

Tertiary

Transport

Industry

Power

Carbon Removal Technologies

LULUCF

Net emissions

Different zero GHG pathways lead to different levels of remaining emissions and

absorption of GHG emissions

Mobility and

Transport

• Large-scale technology and market uncertainties for the transport sector at present

• Need to accelerate decarbonisation quickly, but…

• … Vehicle technologies and alternative fuels – availability

• … Transport system efficiency – capacity

• … Enabling the right consumer choices - acceptability

Challenges – R&I needs

Mobility and

Transport

• Low and zero-emission vehicles in all modes: cars, vans, buses, trucks, rail, and inland waterways, where feasible.

• Electrification is not a silver bullet in all modes.

• Long haul road freight (>350km) still characterised by market and technology uncertainty

Vehicle technologies and fuels (road)

Mobility and

Transport

Vehicle technologies and fuels (other modes)

• For aviation, sustainable advanced biofuels low-carbon e-fuels (in addition to efficiency)

• For inland waterways, electrification is being

demonstrated, net zero carbon liquid fuels prominent in scenarios (in addition to efficiency)

• For long-distance shipping more supply option options: hydrogen, ammonia, sustainable biogas and fuels and e-gas and fuels (in addition to efficiency)

Mobility and

Transport

Road: vehicle fuels and technologies (LDV)

Mobility and

Transport

Road: vehicle fuels and technologies (LDV)

Mobility and

Transport

• Accelerated roll out of alternative fuels infrastructure needed post 2020 – need to avoid market barriers

• Roll-out of inter-operable, smart infrastructure across borders – need to recharge/refuel everywhere easily.

• Minimum requirements - consumer rights: open, accessible market development

Investment challenge, particularly for heavy-duty long-distance road haul and ports (on-shore power supply)

Vehicle technologies and infrastructure

Mobility and

Transport

Transport System Efficiency

• Internalisation of externalities, incl. road pricing

• Infrastructure to encourage modal shift to rail and inland navigation as well as multi-modality

• Digitalisation, data sharing and interoperable standards

all leading to a more efficient mobility system, both economically and environmentally

need for a common European transport data infrastructure

Mobility and

Transport

Enabling societal choices

• attractive infrastructure for walking, cycling, public transport (Urban and Regional planning

• Much better multi-modality / mobility services

• Public Procurement of fleets (Clean Vehicles Directive)

• Automation as a driver for lower (sharing) rather than higher (activity) emissions in the future

improvements in quality of life, liveability of cities and health; co-benefits beyond climate

Activity increases and modal shift

Activity increases and modal shift (ii)

Result: Fuel use in Transport

Result: greenhouse gas emissions

Climate Action

HGVs and Aviation increasingly important as cars reduce

Mobility and

Transport

Alternative Fuels Infrastructure Directive (& Action Plan)

Energy Performance of Buildings Directive

Intelligent Transport Systems Directive Combined Transport Directive Eurovignette Directive Urban Mobility Package

Renewable Energy Directive (& Battery Action Plan)

CO2 emission targets for cars, vans & trucks

Clean Vehicles Directive

EU legislation & other initiatives supporting sustainable & intelligent mobility up to now

Mobility and

Transport

Review of Alternative Fuels Infrastructure Directive

Completion of the TEN-T

Review of Intelligent Transport Systems Directive Revision of Eurovignette Directive Review of Urban Mobility Package Action to support connected & automated mobility

Review of Energy Taxation Directive

Green Deal

Transport Strategy

Future initiatives supporting

sustainable & intelligent mobility

Mobility and

Transport

Thank you!

Axel Volkery

[email protected]

LOW to ZERO OPTIONS; AVIATION AND SHIPPING

Bill Hemmings

DEEDS Transport Workshop Brussels, September 17, 2019

T&E; 58 MEMBERS IN 26

EUROPEAN COUNTRIES

2

3

MOST MODES

WELL TO WHEEL

ALL TRANSPORT ENERGY

Our focus

Transport; biggest EU emitter; 27% Aviation understated due non CO2 effects

1

Aviation 2% CO2

5% global warming

6

Aviation; What to do?

1. Protect ETS

2. Let CORSIA die

3. Mitigate non-CO2

4. Pursue efficiency but forget ICAO

5. Minimise sector’s energy requirements

6. Tax domestic/intra EU fuel

7. Pursue zero carbon fuel mandate in EU

8. EU to industrialise zero carbon fuels

9. Desulpherise kerosene

10. Abolish state aid for airports/airlines

7

ICAO; the solution?

Or graveyard of ambition?

8

AVIATION CO2 2015-2050 = 36 GT

CORSIA WILL COVER 6%

FUELS & CARBON PRICING

ESSENTIAL TO DECARBONISE

10

11

ELECTROFUEL IMPACT

2020 2025 2030 2035 2040 2045 2050

PtL in the fuel

mix 0.0% 1.7% 4.7% 12.1% 27.0% 50.1% 100.0%

Desulpherise Kerosene

UK Defence Standard 91-91 and ASTM D6565 standard maximum sulphur content

is 3000ppm by mass

UK Jet A-1, US Jet A, and US Department of Defense JP-8 average sulphur content

SHIPPING GLOBAL COMMITMENT

13

April 2018 IMO agreement • Reduce carbon intensity by at least 40% by 2030 compared to 2008

• Reduce carbon intensity by at least 70% by 2050 compared to 2008

• Reduce absolute emissions by at least 50% by 2050 cf 2008

• while aiming for full decarbonisation in line with Paris Agreement

Immediate short-term measures • Design efficiency (EEDI)

• Operational efficiency (slow steaming, operational efficiency, etc.)

Mid/Long-term measures • Carbon pricing, MBMs, Fuel mandates, ZEV mandates

Decarbonisation requires • non carbon fuels/zero emission vessels

• eg, battery-electric, hydrogen, ammonia

14

LOCAL/REGIONAL MEASURES

Complementary to IMO scope Shipping in EU/PA target and EU ETS

Maritime Climate Fund?

Legislation to apply 40% IMO efficiency reduction target in

2030 to EU related shipping?

Green lanes

ZEV mandates – CO2 emission control areas

Tighter air pollution standards

Beyond IMO scope Abolish taxes on shore-side electricity

Green port discounts

Mandates for routes with public service obligations (PSO)

ZEVs/infrastructure subsidies/co-financing

15

TECHNOLOGY/FUEL SHIP PATHWAYS

16

Technology Propulsion Energy storage

Battery ships Electric motor Batteries

Hydrogen fuel-cells Electric motor Liquid H2

Hydrogen ICE Internal combustion

engine (ICE) Liquid H2

Ammonia fuel-cells Electric motor Liquid ammonia

Ammonia ICE ICE Liquid ammonia

Electro-methane ICE Synthetic methane from electricity

Electro-diesel ICE ICE Synthetic diesel from electricity

Technology mix Battery-electric, H2 fuel cell & Ammonia fuel cell

17

Zero Emission Vessels in operation

SCANDLINES car ferry (DK SE |

2015)

• 4126 kWh battery

• Pure electric propulsion

• recharge in 15 mins

18

ADITYA Solar Pax Ferry (India | 2016)

• Solar battery electric

• 3.5 kWH per trip

ELFRIDA electric boat (Norway |

2017)

• 100% battery – 8 h working day

19

EU to regulate Short-Sea Shipping!

❑Green lanes (bilateral ports?)

❑Zero-Emission ECAs

(national/regional?)

❑Routes under public service

obligations (PSO) (already

subsidies why not green?)

❑Tighter air pollution standards

(berth & territorial waters/EEZ)

20

Public Funding – (Co-)Financing

❑ Strict climate criteria (zero

emission)

❑ Lending, structured financing,

guarantees, project bonds...(EIB,

EBRD, etc)

❑ Partial/Full grants

(HORIZON2020, INTERREG, etc.)

❑ EU Maritime Climate Fund

21 EU Mandate on Port LNG infrastructure

22 DON’T FORGET ACTION ON AIR POLLUTION

TR

AN

SP

AR

EN

CY

& D

ATA

Journey:

Calais-Dover

Ship:

PoB (~1420 pax, 530 cars)

Distance:

21 n-miles

Operational profile:

209 days/year, 6 journeys/day

Fuel:

MGO, 1000ppm S

Road diesel, 10ppm S

BIOFUELS MYTH & REALITY

BIOFUEL WARNING 24

Prioritise for aviation – in EU

Only advanced biofuel feedstocks as defined

in REDII in aviation mandates

ie wastes and residues

CORSIA alt fuels sustainability criteria

No to biofuels for shipping

How to agree robust criteria?

How to verify on ship

Delays pathway to e-fuels

DEEDS Workshop: Integrated

urban zero carbon mobility Thomas Willson, Policy Advisor & Project Coordinator

Brussels, 17/09/19

The Urban Mobility Challenge

Air pollution

% of urban population

exposed to levels beyond

WHO guidelines:

• PM2.5: 74-85

• PM10: 42-52

• O3: 95-98

• NO2: 7-8

• BaP: 85-90

• SO2: 21-38

Climate change

Urban transport

contributes to 40% of CO2

emissions from total road

transport

Noise

62% of major city

populations exposed to

long-term average traffic

noise above 55db

Congestion

Approx. EUR 100bn cost

per annum or ~1% of EU’s GDP from urban transport

Traffic accidents

25,300 fatalities and

135,000 seriously injured

37% of these occur in

urban areas

Climate Change Population and demographic

change Urbanisation

Economic growth

Energy demand Connectivity Poly-nodal

(ESPAS) 2030 Mega-trends

City authority mobility policy and measures

Policies and measures

Fiscal policies

Charging for efficient use

Parking charges Congestion and

low emission zones

Public transport tickets

Tax incentives for land use

Regulatory policies

Speed limits Access

Restriction Schemes

Public Transport quality

Planning and Investment

Urban planning Procurement

strategies Infrastructure

Public Transport and freight

Active travel modes

Transport telematics

Other instruments

Awareness campaigns and

information

Research and Innovation

Sustainable Urban Mobility Plans

Integrated, strategic, long-term transport plan with clear

goals and monitoring, for better accessibility, and quality of life for the functional urban area

EUROCITIES engagement with R&I

Horizon Europe Secretary General contributing to

the ‘Climate Neutral and Smart Cities’ Mission

Public Procurement Public procurement of innovation

through the Big Buyer’s Initiative

Knowledge sharing Replication of innovation through

inter alia CIVITAS and EUROCITIES

Mobility Forum

Areas to act

Decarbonisation Vehicle

emissions

Alternative Fuels

Infrastructure

Shipping and Aviation

Demand Modal Shift Urban Vehicle

Access Regulations

Logistics and Freight

Digitalisation New mobility

services C-ITS

Automated Vehicles

Documents

DEEDS Workshop: Integrated urban zero carbon mobility · 9/17/2019 · “Clean, safe and connected mobility ... digitalization and shared mobility, there is a pressing need for