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The ICT, in its new brief, looks at electric vehicle assembly in Europe and North America and provides detailed insights into the infrastructure needs and best practices from successful car assembly programs. Most importantly, EV sharing programs can reduce GHG emissions by up to 43%.

Compared to previous travel modes, this is when a user sees a daily trip. The ICC added that electric car sharing shows the benefits of conventional car assembly programs, such as reducing the estimated number of miles traveled by 3% to 36% of households. In addition, five to 24 private car purchases have been blocked or postponed for each car dealership, according to the ICCT, thus increasing public access to the parking lot by the same numbers.

The worksheet also provides a comprehensive overview of the market, including ship size and associated charging infrastructure (p. 7) for 17 different electric vehicle assembly schemes. The table also shows an average of one square kilometer of population for zonal programs. Take Volkswagen’s WeShare in Berlin as an example. ICCT lists 1,600 EVs in the afternoon using 140 charger stores and 1,020 public chargers.

How much charging does a shared EV need?

The study looks at infrastructure as a key to the success of electric car sharing. The ICCT recommends at least seven charging densities per square kilometer divided by the zone. Following the Berlin example, this advice suggests that Berlin has at least 1,220 chargers to provide adequate coverage for your vehicle, so it is close by.

To illustrate what happens when there are not enough chargers, ICCT uses the example of Car2Go in San Diego, where 16% of the trips were made through the program. Workers were forced to collect low-battery EVs and drive to the depot to recharge due to a lack of charging infrastructure.

In addition, ICCT identifies not only the three types of BEV sharing and the associated charging requirements, but also the battery status management issue.

Roundtrip station-based car sharing requires approximately one charger per car, and one-way station charge requires 1.5 to two chargers per car. Although station-based car sharing ensures that there are adequate battery-powered electric vehicles, it requires a separate charging infrastructure. One-way free floating car sharing uses public charging by adding charging stations in the free floating zone.

The ICT also calculated the charging time in a common electric car, knowing that in Europe it takes 48 minutes a day to charge and 1.2 hours or 1 hour 12 minutes. This is an indication of the impact that driving will have on the public charging system. Here the ICCT car sales car is based on the number of kilometers completed each year.

Which car sharing model is best for the city?

Although the International Criminal Court (ICC) considered public financial assistance to support the city and car shareholders to promote the plan, it was also based on the business model of the plan. For example, the company’s electricity-based programs are still privately funded by public tenders, but most are not electric free-floaters.

However, the ICCT states that many successful free-floating programs use non-financial public support, such as parking policies, community access or access benefits. The organization calls on city officials and policymakers to include parking policies, at least for private cars. City parking can also be donated in kind to encourage electric vehicles.

Additional recommendations include city strategies with ICCT in Copenhagen, Paris, Madrid, Milan and Gantt in depth (p. 9). In the French capital, in particular, car sharing is 100% electric, while Copenhagen has been exposed to high levels of greenhouse gas emissions (-9% to -43%).

Another factor is the population density of a city, and which car sharing model might be best. As a rule, free floating programs are successful in cities with 500,000 people or more and at least 1,500 people per square kilometer, according to the ICCT. However, site-based car sharing may be appropriate in similar dense cities when supplies are tailored to different groups. In most cities, however, station-based car sharing (ICCT) is recommended in cities with less than 100,000 people (Figure 5, page 14). The study also shows that funding for a small number of urban and rural areas in a charger installation.

To sum up, ICCT says that electric car sharing is more complex than conventional car sharing and requires the new strategies listed above to get the full benefits. (worksheet, PDF), (PI)