e-MObility Transnational strategy for an Interoperable COmmunity ...

European Regional Development Fund

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Project

Acronym

e-MOTICON

Project Title e-MObility Transnational strategy for an Interoperable COmmunity and Networking in the

Alpine Space

Project Number 413

Work Package WPT 2 – Strategy

Deliverable D.T2.3.1 – e-MOTICON Regional Action Plans

Version 0.1/15. 1. 2019

Status Final

Authors Blanka Odlazek, BSC, poslovno podporni center, d.o.o., Kranj, RRA Gorenjske

Cristina Cavicchioli, Ricerca sul Sistema Energetico - RSE S.p.A.

Posoški razvojni center


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Table of content

Foreword .......................................................................................................................................... 7

1 INTRODUCTION ................................................................................................................................... 7

1.1 Objective of this report ............................................................................................................................ 7

1.2 What are the RAPs for? ............................................................................................................................ 8

1.3 What are the RAP target groups? ............................................................................................................ 8

1.4 RAP’s Guiding Principles ........................................................................................................................... 8

1.5 Intervention lines ..................................................................................................................................... 9 1.5.1 General: KPI for monitoring, evaluation, communication ..............................................................................9

1.6 Methodology ............................................................................................................................................ 9 1.6.1 State of the art analysis .................................................................................................................................10 1.6.1.1 Link with the main policies in the Alpine Space ............................................................................................10 1.6.1.2 E-CS infrastructures in Alpine Space area .....................................................................................................11 1.6.2 E-MOTICON strategy and pillars ...................................................................................................................12 1.6.3 Pilot Action experiences ................................................................................................................................13 1.6.3.1 Role and goals of the pilots ...........................................................................................................................14 1.6.3.2 Short description of the e-MOTICON pilots ..................................................................................................15 1.6.4 A tool to Increase Consciousness of the Territories on their Potentialities: the Local SWOT Analysis .........16 1.6.4.1 How e-MOTICON approach to local SWOT ...................................................................................................17 1.6.5 A tool to gain the objectives: Action .............................................................................................................19

1.7 Coherences ............................................................................................................................................. 19 1.7.1 Coherences with other competent authorities policies ................................................................................19 1.7.1.1 Coherences with European rules and vision on transport, energy & environment......................................19 1.7.1.2 Coherence of e-MOTICON strategy with the European Framework ............................................................22 1.7.2 Coherences with other organisations ...........................................................................................................28

1.8 Coherence with supra regional policies ................................................................................................. 28

1.9 The synergy of the 5 RAP of e-MOTICON Project .................................................................................. 30

2 THE NATIONAL CONTEXT .................................................................................................................. 32

2.1 National state-of-art .............................................................................................................................. 32

2.2 National main policies ............................................................................................................................ 34

2.3 National main actions ............................................................................................................................ 38

3 GORENJSKA REGIONAL ACTION PLAN ............................................................................................... 44

3.1 Identification of Region Gorenjska target groups .................................................................................. 44

3.2 Description of the area of intervention ................................................................................................. 45 3.2.1 The territory and the morphological aspects ................................................................................................46 3.2.2 Demografic features......................................................................................................................................46 3.2.3 Economic features.........................................................................................................................................47 3.2.4 Territory description .....................................................................................................................................47 3.2.5 Infrastructure features ..................................................................................................................................48


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3.2.6 Mobility Analysis: modal split / average daily travel / desired lines grid for systematic mobility ................51 3.2.6.1 Bled ...............................................................................................................................................................51 3.2.6.2 Bohinj ............................................................................................................................................................52 3.2.6.3 Cerklje na Gorenjskem ..................................................................................................................................53 3.2.6.4 Gorje ..............................................................................................................................................................54 3.2.6.5 Gorenja vas – Poljane ....................................................................................................................................54 3.2.6.6 Jezersko .........................................................................................................................................................55 3.2.6.7 Jesenice .........................................................................................................................................................56 3.2.6.8 Kranjska Gora ................................................................................................................................................56 3.2.6.9 Kranj ..............................................................................................................................................................57 3.2.6.10 Naklo .............................................................................................................................................................58 3.2.6.11 Preddvor ........................................................................................................................................................58 3.2.6.12 Radovljica ......................................................................................................................................................59 3.2.6.13 Šenčur ...........................................................................................................................................................60 3.2.6.14 Škofja Loka ....................................................................................................................................................60 3.2.6.15 Tržič ...............................................................................................................................................................61 3.2.6.16 Železniki ........................................................................................................................................................62 3.2.6.17 Žiri .................................................................................................................................................................63 3.2.6.18 Žirovnica ........................................................................................................................................................64 3.2.7 Circulating vehicles........................................................................................................................................64 3.2.8 Energy: Production of electricity, renewable, non-renewable and electric balance ....................................67 3.2.9 Air Quality .....................................................................................................................................................70 3.2.10 Turism ...........................................................................................................................................................72

3.3 Electro mobility description ................................................................................................................... 76 3.3.1 SWOT analysis ...............................................................................................................................................77 3.3.1.1 Strenghts .......................................................................................................................................................78 3.3.1.2 Weaknesses ...................................................................................................................................................79 3.3.1.3 Opportunity ...................................................................................................................................................80 3.3.1.4 Threats ..........................................................................................................................................................81 3.3.2 Comments on SWOT .....................................................................................................................................83

3.4 Review of other competent authorities’ policies and other organization ............................................. 86

3.5 Regional vision, area of intervention and objectives ............................................................................. 88 3.5.1 Regional Vision ..............................................................................................................................................89 3.5.2 Regional plans & roles ...................................................................................................................................89 3.5.3 The route: areas of intervention ...................................................................................................................90 3.5.4 RAP’s objectives ............................................................................................................................................92

3.6 RAP actions ............................................................................................................................................. 94 3.6.1 Action list ......................................................................................................................................................94 3.6.2 Action prioritization ......................................................................................................................................95 3.6.2.1 MCA methodology ........................................................................................................................................96 3.6.2.2 Methodology for Priority Action Definition ..................................................................................................97 3.6.2.3 Ranking ..........................................................................................................................................................99 3.6.3 Action List with prioritization index ........................................................................................................... 107 3.6.4 Action table ................................................................................................................................................ 113

3.7 Coherence of the RAP with other competent authorities' policies and other organization ............... 114

3.8 Monitoring and assessment system .................................................................................................... 116

3.9 Implementation & reporting ................................................................................................................ 118


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4 COMMUNICATION STRATEGY ......................................................................................................... 120

4.1 Main regional, national and other stakeholders .................................................................................. 120

4.2 Measurable communications objectives with evaluation ................................................................... 120 4.2.1 Promoting e-mobility, raising awareness and changing behaviours .......................................................... 121 4.2.2 Facilitating implementation of e-mobility and infrastructure ................................................................... 122 4.2.3 Acquiring resources – human and financial ............................................................................................... 123

4.3 Relevant audiences and available channels ......................................................................................... 124

4.4 A plan of activities and a timetable ...................................................................................................... 125

4.5 Communication risks and mitigation ................................................................................................... 126

4.6 Resources – financial and people, in general ....................................................................................... 126

5 CONCLUSION ................................................................................................................................... 127

6 SOURCES .......................................................................................................................................... 129

7 APPENDIX ........................................................................................................................................ 134

Glossary ............................................................................................................................................................. 202


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Table of tables

Table 1: Final SWOT topics definition ................................................................................................................... 18 Table 2: Supra regional pillars................................................................................................................................. 29 Table 3: The state of play of road connection in Slovenia in 2017 ......................................................................... 49 Table 4: Density of the public road network [km to km2] in Gorenjska: ................................................................ 49 Table 5: The number of vehicles in 2017 by type and municipality: ...................................................................... 64 Table 7: Planned long-term interruptions in 2017: .................................................................................................. 69 Table 8: number of the no. of access of PM10 particles in the main SI measuring locations in 2017 .................... 71 Table 9: Exceeding the ozone warning limit values in 2017 ................................................................................... 71 Table 10: number of tourists arriving to Slovenia by country of origin in 2017 ..................................................... 74 Table 11: SWOT ...................................................................................................................................................... 77 Table 12: Municipal strategic policies on e-mobility by 2018 ................................................................................ 86 Table 12: Areas of intervention ............................................................................................................................... 90 Table 13: Strategic objectives.................................................................................................................................. 93 Table 14: Synthesis table of strategic actions for Gorenjska Region ...................................................................... 94 Table 15: Priority action definition score ................................................................................................................ 98 Table 16: KPI description and weight ..................................................................................................................... 98 Table 17: Ranking table ........................................................................................................................................... 99 Table 17a: Ranking ................................................................................................................................................ 100 Table 18: Action List with prioritization index ..................................................................................................... 108 Table19: Coherence matrix between actions and local policies ............................................................................ 114 Table 20: Monitoring and assessment template..................................................................................................... 116 Table 21: Identified promotional actions and actors ............................................................................................. 121 Table 22: Identified promotional actions and actors ............................................................................................. 122 Table 23: Identified promotional actions and actors promoting by utilizing financial and human resources. ...... 124 Table 24: planning promotional activities for Action plan, example .................................................................... 125

Table of figures

Figure 1: e-MOTICON local SWOT topics survey - average values ...................................................................... 17 Figure 2: TEN-T The Core Network Corridors ....................................................................................................... 22 Figure 3: Alpine region ........................................................................................................................................... 25 Figure 4: Regions of Slovenia; Source: Portal Medicus .......................................................................................... 45 Figure 5 : Municipalities of Gorenjska region ; Source: Ministrstvo za obrambo, URSZ, 2018 ............................ 47 Figure 6: Main highway to AT ................................................................................................................................ 48 Figure 7: Main highway connection to IT ............................................................................................................... 48 Figure 8: A2 conecting Gorenjska with Ljubljana and AT and IT ......................................................................... 49 Figure 9: Slovenian railway connections: Map of Slovenian rail network .............................................................. 50 Figure 10: Rail connections ..................................................................................................................................... 51 Figure 11: Contribution of the transport sector to total emissions of the main air pollutants ................................. 62 Figure 12: Map, Traffic load 2016, area of Gorenjska ............................................................................................ 66 Figure 13: Map, Overview of counting points 2016, area of Gorenjska ................................................................. 66 Figure 14: Areas of operation electro distributing companies in Slovenia. ............................................................. 67 Figure 15: The maximum peak demands over the years of 2015 to 2017 are shown in the following figure: ....... 68 Figure 16: Tourist more visited places in Gorenjska, 2018 ..................................................................................... 73 Figure 17: Three impact criteria ............................................................................................................................ 100


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Table of appendixs Appendix no1: Arrivals and tourists night stays by: country, municipality, measurements and months .............. 134 Appendix no2: Domestic arrivals and tourist overnight stays by: country, municipality, measure, month .......... 135 Appendix no3: Arrivals and tourist overnight stays from abroad by: municipality, country, measurement, and

months ................................................................................................................................................................... 136 Appendix no4: E-CS set-ups by location, specification, owner, operator… in Gorenjska, 2018 ......................... 162 Appendix no5: Action tables ................................................................................................................................. 170 Appendix no.6: Prioritization index ...................................................................................................................... 201


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FOREWORD

Low and inhomogeneous deployment of electro mobility (e-mobility) characterises Alpine Space (AS).

The count of electric charging stations (E-CS) varies from 15 to 235 E-CS per M inhabitants whereas e-

vehicles’(EV) number varies from 70 to 470 per M inhabitants. One reason for the inadequate diffusion

is low interoperability of E-CS often due to the limited integration of planning instruments used by

Public Administrations (PA) and their lack of knowledge in technological innovation and business

modelling. If at all, PAs address the issue in an isolated way and leave the investments to private non-

coordinated initiatives; therefore there is a need of regional administrations’ capacity building and

integrated transnational approach. e-MOTICON brings together 15 partners from 5 countries, involving

40 observers and 8 endorsements from each programme area and Switzerland, including managing

authorities, regional bodies, research centres and private investors. The partnership aims to support PAs

in ensuring homogeneous development of e-mobility, deploying an innovative transnational strategy of

integration among spatial planning, innovative business models and technologies, sustainable mobility

patterns, energy efficiency instruments and policies enabling large diffusion of E-CS and wider

interoperability. After the analysis of policies, business models and technological solutions, e-

MOTICON delivers a White book on innovative E-CS planning to respect e-mobility requirements in

AS transnational strategy and Regional Action Plans. It provides a toolset to anticipate E-CS network

requirements and test it in 3 joint pilot actions. A transnational community involves PAs and

representatives of the e-mobility industrial sector, research centres, regional agencies, end users

(residents & tourists) and public transport agencies to improve PAs capacity on E-CS planning,

cooperation, increase knowledge and enhance consensus.

1 INTRODUCTION

e-MOTICON project support the realization of RAPs in order to support and adapt to local needs on the

subject to enhance the public administration capabilities in building an interoperable infrastructure for

charging electric vehicle in the Alpine Space, coordinating and using the DIFA1 transposition in the

different countries.

The proposed action are coherent with EU policies, Alpine Space area policies (EUSALP, EUREGIO,

Montraf! objectives) for a common long-term vision for a sustainable transport system for the Alpine

Space. The common short- and mid-term targets defined in the strategy, as common target to reach are

translated into actions that are listed and ranked, as a development path. The proposed measures, that

support these targets, will lead to a more harmonised transport system, including the use of new steering

instruments.

Moreover the RAPs will live over the project lifetime, remaining as a living document that can be used

to continue the path towards the long term objectives.

1.1 Objective of this report

e-MOTICON project developed 5 Regional Action Plans for each of the 5 countries (Austria, France,

Germany, Italy, Slovenia). The main objectives of the RAP are to give a common strategy in all the

different areas to enhance the public administration capabilities in building an interoperable

1 Directive 2014/94/EU of the European parliament and of the council: https://eur-lex.europa.eu/legal-

content/en/TXT/?uri=CELEX%3A32014L0094


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infrastructure (E-CS) for charging electric vehicle (EV) in the Alpine Space, considering that low and

inhomogeneous deployment of electro mobility (e-mobility) characterises Alpine Space (AS). One

reason for the inadequate diffusion is low interoperability of E-CS often due to the limited integration of

planning instruments used by Public Administrations (PA) and their lack of knowledge in technological

innovation and business modelling. If at all, PAs address the issue in an isolated way and leave the

investments to private non-coordinated initiatives; therefore there is a need of regional administrations’

capacity building and integrated transnational approach.

1.2 What are the RAPs for?

e-MOTICON Regional Action Plan are intended to

✓ help in defining coherent actions to gain common objectives (long term & medium/long term)

for the Alpine Space Area

✓ help to implement a common Alpine Space Strategy (e-MOTICON Strategy) at Regional/Local

level

✓ support the transportation choices of Public Administrators to:

o make and move more people via e-mobility

o implementing interoperable E-CS.

o increase mobility options,

o improve safety,

o address climate change,

o improve public health,

o create more eco-friendly accessibility to fragile ecosystem areas

1.3 What are the RAP target groups?

e-MOTICON RAP’s target groups are mainly represented by the regional (or local, depending on

National rules) Public Administrations involved in planning and supporting the deployment of

infrastructure networks for charging electric vehicles.

1.4 RAP’s Guiding Principles

The main guiding principles for the RAPs are represented by :

• Environmental & energy goals achievement (at EU, national level, local measurements)

• Transport policies should be managed along the environmental capacities of the sensitive

mountain areas and should not put at risk the health of citizens,

• Look for a sustainable transport system:

o LCA2 approach to assess the environmental value of transport system/solution

o Externalities methodology for measuring impact of transport solution/system

o mobility with less externalities (as e-Mobility) could be locally advantaged because its minor

impact on health & environment

• Public participation and stakeholder involvement: to create awareness about the problem and

ensure a sense of public ownership in order to build support for relevant measures;

2 Life Cycle Assessment - JRC "ILCD Handbook. General guide for Life Cycle Assessment: detailed guidance", EUR24708

EN (2010).


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• Integration: an interoperable E-CS network is an integral part of the mobility environmental

energetic policies for European countries and the whole EU

• E-CS planning should be closely linked to spatial planning and economic promotion policies to

better meet mobility demands in passenger and freight transport to ensure regional development

• Sustainable consumption and production: the use of goods and services that respond to basic

needs and bring a better quality of life, while minimising the use of natural resources, toxic materials

and emissions of waste and pollutants over the life cycle;

• Best available knowledge and socioeconomic effectiveness: actions and operational targets

should be based on available knowledge and take into account the social and economic costs of

pollution compared to the cost and benefits of proposed measures.

1.5 Intervention lines

The main intervention lines are represented by:

• enhance the public administration capabilities in building an interoperable infrastructure for

charging electric vehicle in the Alpine Space

• support local public administration in fulfil health and environmental goals

• contribute to a shared policy that involves the contribution of investors and operators

1.5.1 General: KPI for monitoring, evaluation, communication

The proposed methodology suggests a list of action that will be ranked according local need and

vocation. The actions will be described through use of a list of KPIs3 (Key Performance Indicator). This

approach imply a deep analysis to understand both the present state of the art and what is relevant,

moreover it focus on key activities, associated with the selection of performance indicators. The use of

KPI will:

• assure a simple monitoring of the effect of the actions,

• gives feedback for its evaluation along the time.

• Gives a simple scheme on which develop a communication/information strategy, supporting a

governance model in which administrators and general public can easily understand action

goals, costs, progression.

The use of KPI will also support a prioritization actions based on MultiCriteriaAnalysis4 (MCA), that

will be proposed in the following chapters.

The ranking among actions considers contribution of many features, as action impact, costs and

duration.

1.6 Methodology

e-MOTICON suggests Regional Action Plans to Public Authorities with a transnational approach,

coherent with supra regional policies and plans, on the theme of deploying an interoperable

infrastructure for electric vehicles. This work is done on a solid review of the existing situation (State of

the Art). The RAP proposes also some action for reaching short, medium and long term objectives.

3 A Key Performance Indicator is a measurable value that demonstrates how effectively the process is achieving key

objectives. 4 MultiCriteria Analysis explicitly evaluates multiple conflicting criteria in decision making


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These actions derives also from the Pilot Action experiences (actions with a strong transnational feature)

designed in order to check solution on main open questions.

The scenario analysis of each Alpine Space region has revealed a remarkable diversity of approaches in

terms of promotion and development of e-mobility. Analysis made in e-MOTICON project itself and in

other AS project (e.g iMONITRAF!) are able to provide a broad overview on existing policies, on its

background and actions

1.6.1 State of the art analysis

In general, all the e-MOTICON area of interest has implemented both regulatory and market-based

measures. Most regions use restrictive regulatory ones about traffic with exemptions from bans or from

parking payment for e-mobility. Financial measures are considered in addition or in substitution to the

previous ones; market-based approaches can be found through subsidies for vehicles purchasing,

charging infrastructure installation and subscriptions. The following figure provides an overview of

measures taken by different regions involved in the e-MOTICON project and shows their

implementation at each level.

1.6.1.1 Link with the main policies in the Alpine Space

All countries involved in the e-MOTICON project have implemented policies of support for the

conversion from traditional mobility (based on ice) towards e-mobility. Countries as Germany have so

far implemented an approach based primarily on the application of measures of legislative and

regulatory nature. Italy and Liechtenstein have, with different levels, implemented more market shares.

The distinct national structuring in terms of government and expertise is able to impact strongly in the

kind and in the “magnitude” of measure adopting. Federal governments such as Austria and Switzerland

are characterized by many local variables that differ considerably territories also sparsely far apart.

Actions on information, monitoring and awareness include specific measures can be defined as being a

potentially flexible base and a support for further measures. These actions may include monitoring e.g.

type and amount of traffic e-vehicles flows, service state of E-CS and real time information for

customers that have to adopt a suitable behavior. Awareness campaigns are important to raise awareness

and connect the Alpine transport policy with users. The following table provides a description adopted

by some regional authorities in those terms.

Measures for reducing negative impacts of traffic and sustainable mobility promotion are intended to

limit the negative environmental impacts of existing Alpine traffic volumes. They generally have an

indirect impact on e-mobility, as all measures of this package of policies typically reduce the

attractiveness of the conventional type transport (i.e. ice-vehicles). These policies include permanent

measures as well as emergency measures to tackle air pollution peaks.

Permanent measures include various types of bans which are aimed at different objectives of sustainable

transport in the Alpine Space area. For example, the bans related to highly polluting vehicles (from

which e-mobility is exempt) can be seen as a reference measure to reduce air pollution. To avoid

atmospheric pollution peaks, this policy also includes more targeted interventions that enter into force

only when the air pollution exceeds or is approaching the limit values. In the following table are

presented the permanent measures taken by some Alpine Space regions in order to deal with this aspect.


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Moreover the tourism phenomenon in the Alpine area has been exploited over the years by some local

authorities to develop and promote “clean” mobility solutions, including e-mobility, have been

implemented over the years. Direct services to mountain resorts or luggage transport are services that

meet the e-mobility characteristics. In this context some regions included in the e-MOTICON project

has made use of their good accessibility e.g. along the European traffic corridors, adding measures for

tourists related to sustainable and e-mobility. The use and the promotion of charging infrastructure could

alleviate the negative impacts caused by the presence of conventional vehicles in high natural value

areas.

1.6.1.2 E-CS infrastructures in Alpine Space area

The E-CS network within the Alpine Space area is characterized by considerable variability, often

caused by different territorial planning both at local and national level. This situation has not so far led

to the creation of a single E-CS collection platform inside the whole area; on the other hand, this

phenomenon is also prevented by a constant and rapid extension of locally developed E-CS networks

and a continuous renewal of existing infrastructures. At the moment it can be considered over 10,500

public charging points within the Alpine Space area. Concerning the evolution of charging networks,

there is a strong presence of E-CS characterized by charging power less than or equal to 22 kW (about

50% of the whole sample), characterized for 86.8% by 22 kW - type 2 - plugs (common in Germany,

Austria and Slovenia) and from 13.2% by 3 kW ones (mostly common in France and Italy). These data

doesn’t consider the Swiss case, whose data are not directly verifiable, characterized by various types of

non-standard plugs. In any case estimations (on projections from LEMnet website) relating to the Swiss

Confederation indicate a presence of 650 22 kW - type 2 – E-CS among on a whole number of 3460

ones (about 18.7%).

Given the 54 major players in the Alpine Space area, more than an half is closely involved in energy

activities, in particular in Germany, Slovenia and France. Nevertheless, normally the E-CS operators are

mostly influenced in installation planning of the charging infrastructure by logistical causes and

customer requests. These phenomena lead them mainly to not care the electrical aspects such as

positioning of the infrastructure (e.g. considering the e-network topology) and its impact in terms of

required power. Besides the installation of the infrastructure, the E-CS operators are commonly involved

in the infrastructure operation, excepting some cases like the simple charging device owned by privates,

companies, local authorities or even third parties. In any case the activities that involve the majority of

the E-CS operators (48 of 54) consist in services provision, including management of web platforms that

allow the operation of charging points, the commercial phase of the charging service, the provision of

energy services (usually related to energy suppliers) related, consulting activities on behalf of

municipalities and companies who want to build a charging network, providing access for charge cards

at the E-CS and, finally, the management of electric vehicle fleets. IT support actions are often related to

the previous ones; this kind of activity considers tools management such as web sites, smartphone

applications, access management server for recharging systems (through RFID cards, prepaid cards,

keys, etc.) and maps of the charging network with information on the technical aspects as well as those

on the operating status. Some E-CS operators have been joined their force to feed a common European

web platform (provided in the LEMnet site, in the following figure) able to provide E-CS current place

and service state.

Currently, the regions involved in e-MOTICON project are characterized by different situations relating

to E-CS infrastructure. Considering the main European corridors TEN-T and the international E-road


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network, new e-infrastructures are currently present, under construction or under discussion. The

significant traffic flows related to major alpine corridors and tunnels may represent an enormous

potentiality for a firstly strong implementation of E-CS in the Alpine Space area. The following table

provides an overall vision for the corridor on the existing infrastructure in order of type and placing.

1.6.2 E-MOTICON strategy and pillars

e-Moticon objectives: the project aims to “contribute to the homogeneous diffusion of Electric

Mobility throughout the Alpine Space, providing a transnational strategy for seamless use of electric

vehicles and charging spots with an integrated approach supported by PAs”.

In e-MOTICON Project the term “visions” refers to two different items:

• A long-term vision, which indicates what is expected to be the future of e-mobility in the next

15-20 years. This includes the evolution of both technical aspects, users’ needs & behaviors and

PAs role, activities & organization.

• A project-term vision, which indicates what is wanted to be the future of e-mobility in the

Alpine Space in the next 3 years. strongly related to e-Moticon objectives (which should cover,

at least, a relevant part of the vision).

The Strategic Vision is based on the following main features:

• Public Authorities are a key actor to lead the infrastructure development

• The Alpine Space is made of different realities, from Metropolitan Areas to isolated

rural/mountain areas. The optimal solutions for transport are multiple:

o Local Public Transport in urban, peri-urban and congested areas;

o Rails for freight and passenger transport especially for long-range and cross-country trips

o Low emissions private transport for small cities, towns and mountain communities.

• Technologic solutions are ready and mostly available. It’s now important to choose common

solutions, set up common rules and respect them.

• Goals can be reached according to a “priority approach”

• A set of few, focused and coordinated actions would be sufficient to reach the goals

• Communication, education and training are sometime more important than technical aspects

Six strategic Pillars are defined in order to approach the Strategic Vision, and fulfill the strategic

objectives:

#1—DEFINE THE BEST POSSIBLE ROLES OF PAS: within the Alpine Space, Public

Authorities play many different roles with regards to charging infrastructure deployment. Choices of PAs

can depend on many aspects and can find expression in many different actions. The relevance of PA on

two main aspects is crucial: its commitment towards e-mobility and its availability of money for the

charging infrastructure.

#2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON INFRASTRUCTURE:

setting supra-regional common minimum rules permits PAs should facilitatethe deployment of a

trnsnational charging infrastructure.

#3—IMPROVE THE INFRASTRUCTURE: it has to be noticed that the diffusion of charging

points is not homogenous around the Alpine Space and that relevant differences exist, both from

one country to another and from different areas in the same country. This leads to the existence

of areas with a high density of charging points (mainly urban and metropolitan areas) but, at the


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same time, to the existence of completely unequipped areas, especially in rural and mountain

areas of some countries. In order to let EV drivers easily travel along the Alpine Space, it is

mandatory to cover “black areas” as soon as possible. These parts of territory often represent

“market failure” areas, where the number of charging events could unlikely create interesting

revenues for the service provider. Despite of that, it is due of the Public Authority to provide EV

charging as a “public service”, in order to let anybody travel in the whole regional territory

without any limits and to allow accessibility also to rural and mountains area, often linked to

touristic attractions (skiing, wellness, lake sailing, trekking, hiking…).

#4—ADOPT AN INTEGRATED, SUPRA-REGIONAL MAPPING TOOL: The need to

find a charging station is a common issue for any EV driver. Nowadays, different solutions are

co-existing for this purpose; each of them still often doesn’t represent the perfect answer, as they

commonly include only a partial representation of the complete infrastructure or partial/not

verified information. Moreover a transnational approach is strongly needed: EV users nowadays

have to adopt and compare different instruments. e-MOTICON partners agree on the need for a

more structured solution, in order to let the drivers have a sure and reliable source of information

for the whole area. They suggest this issue have to be solved by realizing National official

databases for publicly accessible EV recharging points. This database should provide EV drivers

with the location of the charging points, and possibly indicate whether they are free or occupied,

out of order, or momentarily not accessible, for each country in the Alpine Space. These

databases already exist in some European countries, while are still missing or under development

in many other. Once National official databases are available and reliable data are accessible to

third parties, it will be a natural consequence to aggregate them into a “transnational map”.

#5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES and OTHER

STAKEHOLDERS: in order to create a favourable and homogenous environment for e-

mobility development, there is a strong need of communication and coordination among them.

The scope of this communication is to commonly identify minimum technical requirements for

the infrastructure among different Regions, share knowledge and information about e-mobility,

spread knowledge.

#6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT :

Because of private transport still represents the biggest component of urban traffic, it is therefore

a crucial aspect on which to intervene through more sustainable solutions as e-mobility.

Nevertheless, it has to be taken into serious consideration that local public transport (LPT),

especially within metropolitan areas, is one of the most effective modal solution and that a

sensible shift from private to public transport would have a very effective impact on

sustainability of urban mobility.

1.6.3 Pilot Action experiences

The e-MOTICON Pilot Actions are intended to test and assess measures to enable stakeholders to contribute to

building an international interoperable E-CS network in the long term in alignment with common strategies and

objectives.

The pilot actions strive to test measures which specifically appeal to the before mentioned target groups and help

them to engage successfully in the development of an interoperable E-CS system empowering them in the long

run to identify and carry out actions which will help trigger the aspired growth of the E-CS network in accordance

with national and international strategies and specific goals.


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1.6.3.1 Role and goals of the pilots

The main goal of the pilot actions is to address the strategic objectives within the document giving support by

gaining new insights, suggesting and testing new technological solutions, supporting exchange of experiences,

providing and distributing knowledge via different channels in the different fields concerning E-CS. With this

strategy of support, empowerment and knowledge gain they also address the bigger strategies, policies and

objectives concerning e-mobility which build the context for the pilot action.

Within the pilot actions concrete activities to support the establishment of interoperable E-CS infrastructure are

performed aiming for the following goals which serve to reach the vision pictured before and the project

objectives by providing concrete deliverables and outputs and supporting the deliverables and outputs of other

tasks performed in the adjacent work packages:

• Testing individual measures in different regions

• Gaining knowledge on the implementation of interoperability measures

• Providing recommendations and best practices for interoperability measures

• Provide newly generated knowledge as input for the other pilot actions and follow-up activities

• By using similar measures in different regions and applying tested measures again later on during the

implementation of the pilots test their replicability

• Demonstrate and test the application of measures supporting national and international E-CS strategies

and planning throughout the Alpine Space

• Generate input especially best practices and recommendations for measures for a guideline

• Generate knowledge for the definition of the planning strategy and a basis for the development of

regional action plans.

The role of the pilot actions is the actual implementation of measures in the field, whereas the role of the strategy

is to provide a theoretical background for E-CS planning and objectives in the short- and long-term. The Pilot

actions striving to derive an improved transnational strategy adjusted for the Alpine Space with concrete

recommended actions. The first with a theoretical focus, the second for practical purposes, but both of them are

intertwined and rely on each other. And again both of them are spread and discussed within thee-MOTICON

transnational community.

In general the benefit added by pilot actions to the project are recommendations for actions that have already been

tested and evaluated concerning their potential effect on E-CS development and empowerment of stakeholders to

get successfully involved in the realization of an interoperable E-CS network.

Action plans not only include the description of challenges and the need for action, together with goals but also

include measures to reach these goals and this is where the pilot actions can help to define regional action plans.

The pilot actions strive to find innovative measures and ways to successfully reach strategic goals to realize an

efficient practical interoperable E-CS network that fulfils the needs of its users. They put these measures to a test,

thus finding out which of them can be recommended under which circumstances and what the potential effects on

the E-CS infrastructure development may be. Therefore they can be very valuable as part of newly developed

regional action plans, as a better estimation of their feasibility and accomplishable results upon their realization

exists. The findings (descriptions of measure plus experiences made during the implementations) are put together

and made available as guidelines, which are directly useable by the regional public authorities, which are the main

drivers of regional action plans. So the guidelines which feature the pilot actions as use cases and best practices

are put to a test within the project to guide the first regional action plans which include measures from the pilot

actions where suitable.


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1.6.3.2 Short description of the e-MOTICON pilots

• The activities carried out in the pilot action e-HUB aim to understand better which measures help to

ensure legal and political interoperability. The main objectives to be supported are:

o Communication (vertical and horizontal): needs, activities, coordination.

o Policy transfer & application (vertical and horizontal).

o Knowledge diffusion: exchange of best practice, technology update on E-CS and e-Mobility, pilot

actions results.

The instruments used for the activities in the pilot regions are: WEB based platform: internal working

space & external/public communication and repository, questionnaires and interviews and local seminars

The Pilot action has three activities:

o Activity 1 – Set up instruments for the help-desk model

o Activity 2 – Transfer and collect information to local authorities and users

o Activity 3 – Guidelines (policy recommendations) on e-mobility for local public authorities and

coordination of local networks

• Problem identified giving the basic idea for the e-TRAIL pilot was that disparities exist between existing

and emerging set-ups of ECS5 and established ECS networks, managing systems within PP regions that

are or could enable integration of regional ECS networks into transnational interoperable and e-roaming

systems. Since they are ECS that are not interoperable and still ECS being set up without the technical

software to be interoperable, the objective of the pilot is increasing the readiness of local /regional ECS

networks to be integrated into local/regional/transnational interoperable and roaming systems and to

improve regional/local policies to better service potential national or foreign investors in ECS

infrastructure and to ease user experience using ECS regardless to where user comes from.

Another thing is that user informational platforms have to be addressed in order to better serve the user.

The existing issues are that in some cases they are several existing platforms not providing unified

information or having the same methodological approach of displaying information. This may confuse the

user and the service providers. In other case(s) information platform has to be set up to enable

information on localization, type of ECS, payment possibilities, availability etc. – in short to enhance

ECS network information both for users, developers and operators. The objective for the informational

platforms is to identify the needs of improvement and do steps for improvement.

Where the above issues do not represent a challenge another developments are going to be realised. ECS

networks will be a part of integrated existing multimodal transport and better services the users. Simple

application of use of the charging infrastructure, an app or mobility card can and will be used to extend

the possibilities of use to other transport systems to ease multimodal mobility travel. Timeframe

milestones will help monitoring the progress of the e-TRAIL pilot activities. Scheduled meetings within

the pilot timeframe will serve as knowledge exchange opportunity and tackle possible obstacles during

the implementation of the activities. It has three activities:

o Activity 1: Setting up interoperable systems

o Activity 2: User information platforms

o Activity 3: E-roaming platforms

• Due to public fundings, the implementation of municipal masterplans on electric mobility and E-CS

infrastructure is increasingly proceeding. It is expected that the activities as well as the issues addressed

5 Regarding the interoperability they are different types of ECS, having different power and therefor time of charging. The

number of phases and the power in kW influences charging time. Three-phase ECS with the power of 11 kW takes for

instance up to 3 hours of charging an empty battery. Three phase ECS with the power of 22 kW takes up to 1 hour to charge

the battery. One phase – domestic ECS up to 7.4 kW take up to 4 hours. One way current on the ultrafast ECS (so called DC)

enables charging in half an hour. They are found usually by the high ways at gas stations for transit traffic.


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will be consistent to a great extent. However, these concepts won´t be extensive in some areas as there are

limited means for elaborating studies and practical investigations. e-MOTICON project can provide

valuable insights to reinforce municipal concepts, adding methods of P&L (process and localization).

This methods include surveys, intercorporate mobility management programs and the acquisition of data

on mobility demands obtained by data loggers applied in conventional vehicles. In this context we

suggest to retrieve viable information from available actors, regions, sources and to set the investigation

work as broad as possible within our opportunities:

The following activity are within P&L:

o Activity 1: “Usage analysis of E-CS infrastructure”

o Activity2: “Survey on service providers, citizens and tourism organizations to improve E-CS

localization and their operation in the Rhône-Alpes region”

o Activity 3: „The role of resident companies in local e-mobility and E-CS masterplanning -

Involvement of an industrial zone in the Berchtesgaden Land as case study“

1.6.4 A tool to Increase Consciousness of the Territories on their Potentialities: the Local SWOT

Analysis

This study is performed on the results of the analysis of the actual situation. The SWOT analysis is a

tool for strategic planning for the evaluation of complex phenomena. In practice this type of study is a

logical process, originally used in business administration and then applied in other areas, allowing you

to make the information gathered around a specific theme systematic and useful.

This methodology was born in the US in the late 60s, it was originally developed for the definition of

business strategies in contexts characterized by uncertainty and strong competitiveness, and only since

the '80s was used as a support for public intervention to analyse choices alternative development

scenarios. Today the use of this method has been extended to the territorial diagnosis and evaluation of

regional programs, since the EC regulations requiring it for the assessment of plans and programs.

The SWOT analysis has become one of the most common methods for evaluating governance; it is used

to carry out the assessment of the strengths (Strengths), of the weaknesses (Weaknesses), opportunities

(Opportunities) and threats (Threats) related to financial planning, scheduling resources or any other

situation that answers the need for streamlining the decision-making processes. The first element that it

is necessary to perform a SWOT analysis consists in defining the objective to be achieved; it must be

explicit and approved by all the participants in the analysis process. The objective has to be then

endorsed during a consultation process by a wide consensus. In brief SWOT analysis leads to the

identification of strengths and weaknesses internal to the program (endogenous), and the context of

external opportunities and threats (external factors). The strengths and weaknesses are all those variables

that are an integral part of the system specifically to the analytical framework on which you can step in

and be modified through interventions and policy proposals. The opportunities and threats, in contrast,

are external variables that can, anyway, influence the system; they have to be kept under control in order

to exploit the positive events and prevent the negative ones.

The validity of the SWOT analysis, in terms of completeness, is linked in a direct manner to the quality

of the preliminary stage. Which is the main subject of the project must be thoroughly studied in order to

highlight all the features, relationships and synergies with other proposals. For this reason it is not only

necessary to know the specific issue but also the framework of the entire full context. In any case, the

lack of an appropriate number of SWOT indicators could anyway offer important possibilities for

further study on that sectors which have proved deficient in information.


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The effectiveness of the analysis depends on the possibility to carry out a cross-reading of the identified

main project elements; to make an easier reading, analysis results are presented as summary form in a

diagram. It seeks, therefore, to bring out the elements able to promote or hinder the achievement of the

objectives. The final result of this activity is then a matrix, organized into four sections containing the

critical elements of the intervention and of the territory.

1.6.4.1 How e-MOTICON approach to local SWOT

The eMOTICON’s SWOT analysis has been developed through a participatory approach, which means

that a proposed conceptual framework has been discussed with all partner regions to integrate their

experiences and interests. The final results is therefore influenced by the context and the needs of the

partner regions.

The project’s SWOT definition had the following sequential phases:

• SWOT topics drawing up draft

The activity was based in a first phase on the drafting of plausible topics, derived from similar other

Interreg projects, taken as models (eg. Project REZIPE).

• SWOT topics draft proposing to all PPs by survey

The activity involved the submission of a questionnaire to all project partners through the application

SurveyMonkey, the assessment of individual draft of the topic with a score from 1 (lowest in liking) to 5

(highest in liking) and collection of comments in no particular order. Survey results are exposed in

following figure.

Figure 1: e-MOTICON local SWOT topics survey - average values

a. Best topics selection through PPs contribution merging


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The phase involved the selection of 5 best topic for each category (S, W, O and T), possibly

supplemented by topic derived from individual comments deemed to be of particular relevance.

b. Final SWOT scheme definition

The activity was characterized for the preparation of the following final schema.

Table 1: Final SWOT topics definition

STRENGHT

• National rules and policies (ie incentives,

pollutant emission reduction targets etc.)

• Local knowledge and academic research in

e-mobility

• Local enterprises and players in the area of

e-mobility

• Shared business, technical aspects and

overall experience between operators for

interoperability

• Former experiences about e-mobility

infrastructures (e.g. E-CS),

implementations and coverage in the area

AS

• High quality parking facilities at central

commuter stations

WEAKNESS

• National / local framework for

development of e-mobility and E-CS

• Financial aspects (ie different budget,

difficult operation in the market, currency

issues etc.)

• Public E-CS concentration & related

reserved public parking

• E-mobility in public transport

• Knowledge at local level

OPPORTUNITIES

• Legislative & technical harmonization in

interoperability

• Presence of local companies potentially

Involved (eg automotive industries, DSOs,

fuel distributors, prosumers etc.)

• e-mobility parking facilities (by companies

and Local Authorities) & public eCS

number

• Local / regional test fields for e-vehicles &

E-CS

• E-mobility in public transport

• Spatial dispersion

THREATS

• Transnational coordination at EU level (eg

different standards in E-CS etc.)

• Local / regional automotive industry

lobbies against e-mobility

• E-vehicles high cost

• Interest from operators towards

interoperability

• E-CS high cost

• Political and administrative fragmentation

turnover

• Attitudes about e-mobility & charging

issues

c. Compilation phase by each PP

The activity was about the drafting of each contribution by individual partners and sending it to work

package leader.

d. Discussion phase by each local target group

The activity consisted in the discussion within each regional group (group of partners within the same

region / country) with refinement and harmonization and, if provided, individual contributions’

clusterization.

e. Cross checking among local SWOT final versions

Final verification of homogeneity and consistency between individual local versions of SWOT analysis.


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1.6.5 A tool to gain the objectives: Action

For the Regional Action Plan, e-MOTICON partnership agree with the following definition for “action”:

Action means: activities, projects, political actions taken in the short, medium or long term to promote

electric mobility and recharging infrastructure in the territories

The proposed procedure for getting a rank and a prioritization of action gets four steps:

• Area objectives definition

• Definition of the most effective action to get the objectives: the strategic objectives are translated

into strategic actions that bring to the objective achievement.

• Identification of common KPI (for all the Alpine Space) for describing monitoring, evaluation

and communication of actions;

• Action ranking & prioritization; the action list needs a prioritization. e-MOTICON proposes a

Strategic Action Prioritization scheme based on participation-based governance models. The technical

tool proposed for managing the multi objective complex theme is Multi-criteria analysis (MCA). MCA

can manage and translate in operative words the relevance that the Region defines for each action.

1.7 Coherences

1.7.1 Coherences with other competent authorities policies

e-MOTICON Project checks suggests the RAPs to support Regional and local Public Administrations in

their planning and developing duty. These RAPs are developed in coherence with the other

supraregional vision and policies.

1.7.1.1 Coherences with European rules and vision on transport, energy & environment

▪ Paris agreement: (The Paris Agreement commits the countries to maintain the temperature rise

below 2 ° C and, if possible, below 1.5 ° C compared to pre-industrial levels. The Agreement

was signed by Italy, together to 177 Countries, 21 April 2016)

▪ Climate and Energy Package 20306 (it foresees a 40% reduction in greenhouse gas emissions

compared to 1990. This target means a 43% reduction in emissions by 43% compared to 2005

for the sectors involved in the so-called Emissions Trading System (ETS) and a reduction in

greenhouse gas emissions 30%, as compared to 2005, for non-ETS sectors, such as transport.)

▪ Effort Sharing, COM(2016) 482 final, July 20th 2016 (The European target has been declined

at national level by the proposal of the "Effort Sharing" Regulation of the European

Commission, currently being negotiated, which assigns Italy a target of reducing emissions of

non-ETS sectors by 33% compared to 2005)

▪ European Directive 2009/28/EC (forces Member States to promote the use of energy from

renewable sources. Specifically, it defines the commitmens for each Member State to ensure that

its share of renewable energy sources on gross final energy consumption in 2020 is at least equal

6 European Council (23 and 24 October 2014) - Conclusions on 2030 Climate and Energy Policy Framework, SN 79/14, 23

Ottobre 2014.


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to its national general target for the share of renewable energy sources for that year. These

compulsory national targets are consistent with the objective of at least 20% of energy from

renewable sources in the gross final energy consumption of the Community in 2020. And with

the aim to achieve these objectives more easily, each Member State is required to promote and

encourage energy efficiency and energy saving. The Directive was transposed into Italy by

Legislative Decree No 28 of 3 March 2011, in particular Title V, Chapter IV, the support

schemes for the use of renewable energy sources in transport and in Title VII the criteria for

biofuels sustainability and bio-liquids.)

▪ Regulations 510/2011 and 333/2014 on CO2 emissions (European regulations impose

progressively more severe limits on CO2 emissions. In particular, Regulations 510/2011 and

333/2014 define respectively the average fleet target for new light commercial vehicles, equal to

175 gCO2 / km by 2017 and 147 gCO2 / km by 2020, and for new passenger cars, equal to 95

gCO2 / km by 2021. The Commission is also committed to finalize a strategy aimed at reducing

emissions from trucks, buses and coaches before 2030).

▪ World Harmonised Light Vehicle Test Procedure (The European Commission will introduce

a stricter procedure for the certification of passenger cars and light commercial vehicles. Starting

from September 1, 2017, the WLTP (World Harmonized Light Vehicle Test Procedure)

procedure will be introduced, which will require stricter and realistic laboratory tests (the NEDC

cycle will be replaced by the WLTC cycle) and will be completed by roadside testing (RDE -

Real Driving Emissions) carried out using PEMS (Portable Emission Measurement System)

systems. The aim is to drastically reduce the gap between CO2 emissions, consumption and

emissions of pollutants (NOx in the first place) detected according to the current vehicle type

approval procedures and those actually issued in the roadside guidance. It should be noted that a

more severe and more representative evaluation process of actual use will also be used for

electric vehicles, with the application of new approval cycles and attention also to the

consumption of auxiliary devices such as air conditioning.)

▪ White Paper 2011 on Transport (The White Paper on Transport sets up objectives and

measures for an efficient transport system, respecting economic, social and environmental needs.

In particular, in the 2011 White Paper, the user is at the center of transport policy and targets

include increasing road safety levels (eg through harmonization of sanctions and the use of

innovative technology systems), increase awareness among users of transport costs (for example

through a policy of charging for the use of infrastructures), the dissemination of practices such as

intermodality of passenger transport and rationalization of urban transport (eg differentiating

energy sources, stimulating transport demand by experimenting and disseminating examples of

good practice).

▪ Green Paper on urban mobility, 2007: The 2007 Green Paper reflects on the main problems of

European cities. The report, published by the European Commission, is a collection of

reflections aimed at stimulating a public debate on the most critical issues in urban areas: smooth

traffic in cities, city cleanliness, smarter, more secure and affordable urban transport.

• 2014/94/UE Directive on Alternative Fules Infrastructure. Directive 2014/94/EU establishes

a set of measures for the creation of an alternative fuel infrastructure to minimize oil dependence


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and mitigate the environmental impact of transport. At national level, the long-term strategic

objective is to provide support for the rational use of all alternative fuels while maintaining the

neutrality criterion and the search for optimal technical solutions and incentives such as

modalities and in time reduction of emissions in the industry. Alternative fuels are fuels or

sources of energy that may work in substitution (including partial, as in the case of hybrid

vehicles) of fossil fuel sources in the supply of energy for transport: electricity, hydrogen,

biofuels, synthetic fuels and paraffinic, natural gas (including bio methane) in compressed form

(GNC) and liquefied (LNG), liquefied petroleum gas (LPG). Nowadays different types of

national implementation processes of AFID are operating in the AS region:

Some countries, like Italy and Slovenia have only in progress an official AFID transposition,

o In Italy the process is under the Transport & Infrastructure Ministry supervision, but no

official documents are yet available. The first version of the National Plan for

Infrastructure for Recharging Electric Vehicle (PNIRE), now operating in Italy, has no

references to the AFID because it was written before the AFID official release. The

updated version 2015 of PNIRE has reference to the AFID but is still in progress.

Regional and local administrators are responsible for its implementation

o Market development strategy for the establishment of appropriate infrastructure related to

alternative fuels in the transport sector in the Republic of Slovenia was adopted in 2017,

and the Transport Development Strategy of the Republic of Slovenia is now operating.

This strategic document defines future measures on the area of road, railway, air and

maritime transport, including public transport and measures for obtaining sustainable

mobility. General objectives are: to reduce energy use, reduce the cost of users and

managers, reduce the burden on the environment. Specific objectives are: to provide

infrastructure for alternative fuel. Integrated transport strategy for the main Municipality

is under preparation, too.

Other countries, as Austria France and Germany, have a more mature transposition

process:

o In Austria the implementation is successfully proceeding. The transport policy of Austria

has since many years the objective to make mobility more environmentally sustainable.

Planning for multi-level implementation, which in Austria is led by the Transport

Ministry, This approach essentially relies on participatory governance. “Tools” for AFID

implementation (including an Austrian-wide online consultation as well as workshops)

are used to build stakes at different governance levels – often in order to overcome

existing political deadlocks The consultation of all relevant stakeholders, like other

responsible ministries, federal states (Länder) and municipalities as well as vehicle

industry, fuel and electricity suppliers is a condition for successful solutions based on the

consultation process. The results of all workshops will be considered in national strategy

plan for the implementation of the AFID. In addition to the elaboration of the national

strategy plan also the adoption of national legislation is a main task.

o In Germany the implementation is successfully operating. The Federal Ministry of

Transport, mobility and fuel strategy sector is responsible for transposing AFID at

National level. Responsible for transposing AFID at Regional level are the Lander

Ministry of Economic Affairs and Media, Energy and Transport.

o In France the recent national law (LTECV august 2015) is implementing AFID. It sets

ambitious targets to further the deployment of charging infrastructure for electric and

hybrid vehicles (target values by 2030: seven million E-CS –private/public-installed). It


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also imposes to certain types of professionals (taxis, car rental companies, public

transport...) to acquire greenhouse gases low-emission vehicles (target values by 2030: 2

millions EV).

Other country, as Switzerland, does not need a transposition process. Anyway, this country

adopted a Federal Masterplan for the development of e-mobility. The cantons should adopt

regional masterplan. Municipalities are responsible to the local implementation. Due to the

fast evolution of the technical context, Municipalities are in some case more involved than

cantons.

▪ Constant development of new rules and reports:

o “Towards clean and smart mobility” EEA Signals 2016

o "European Strategy for Low-Emission Mobility" COM (2016) 501 with its SWD (2016)

244 final annex (where the European Commission highlights how reducing emissions in

the transport sector is one of the key points in the a more environmentally friendly and

energy-efficient economy. Again, the intention is to reduce carbon emissions in the

transport sector by 60% compared to 1990, which accounts for about a quarter of the

world's emissions in European space.)

1.7.1.2 Coherence of e-MOTICON strategy with the European Framework

• TENT7- The Trans-European Transport Network (TEN-T) is a European Commission policy

directed towards the implementation and development of a Europe-wide network of roads,

railway lines, inland waterways, maritime shipping routes, ports, airports and rail-road terminals.

It consists of two planning layers:

• The Comprehensive Network: Covering all European regions

• The Core Network: Most important connections within the Comprehensive Network linking

the most important nodes

Figure 2: TEN-T The Core Network Corridors

7 https://ec.europa.eu/transport/themes/infrastructure_en


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The ultimate objective of TEN-T is to close gaps, remove bottlenecks and eliminate technical

barriers that exist between the transport networks of EU Member States, strengthening the social,

economic and territorial cohesion of the Union and contributing to the creation of a single

European transport area. The policy seeks to achieve this aim through the construction of new

physical infrastructures; the adoption of innovative digital technologies, alternative fuels and

universal standards; and the modernising and upgrading of existing infrastructures and platforms.

Following a 2013 review of TEN-T policy, nine Core Network Corridors were identified to

streamline and facilitate the coordinated development of the TEN-T Core Network. These are

complemented by two Horizontal Priorities, the ERTMS deployment and Motorways of the Sea;

both established to carry forward the strategic implementation of the objectives of the Core

Network, in-line with the funding period, 2014 to 2020. Oversight of the Corridors and the

implementation of the two Horizontal Priorities lies with European Coordinators; high-level

personalities with long standing experience in transport, financing and European politics,

nominated by the European Commission. First generation Work Plans for each Corridor and

Horizontal Priority were presented in 2014, outlining exact objectives for each Corridor and

Horizontal Priority, within the framework of the TEN-T Core Network. This is a continuous

process, which takes into consideration current developments. EU funding for projects on each

Corridor and Horizontal Priority is provided by the Connecting Europe Facility (CEF), with

relevant Member States obliged to align national infrastructure investment policy with European

priorities. Other sources of funding and financing include the European Structural and

Investment Funds and the European Fund for Strategic Investment.

• ALPINE CONVENTION - The Alpine Convention is an international territorial treaty for the

sustainable development of the Alps. The objective of the treaty is to protect the natural

environment of the Alps while promoting its development. This Framework Convention

involves the European Union and eight states (Austria, Germany, France, Italy, Liechtenstein,

Monaco, Slovenia, and Switzerland). Opened to signature in 1991 and consisting of a

Framework Convention, various implementation protocols and declarations, it entered into force

in 1995, contributing to reinforce the recognition of special qualities and specific characteristics

of the Alps, going beyond national boundaries and seeking international action.

This treaty dedicated to a specific territory is supported by a Permanent Secretariat, created in

2003, that has its main office in Innsbruck, Austria, and a branch office in Bolzano-Bozen, Italy.

The role of this Permanent Secretariat is to support all the other bodies instituted by the Alpine

Convention. The Permanent Committee can establish Working Groups. Under the Convention,

Member States should adopt specific measures in twelve thematic areas (Population and Culture,

Spatial Planning, Air pollution, Soil Conservation, Water Management, Conservation of Nature

and the Countryside, Mountain Farming, Mountain Forests, Tourism and Recreation, Transport,

Energy, and Waste Management). Of these areas, eight are now protocols annexed to the

Framework Convention. Among these protocol we can find the one on Transport.

Protocol on the Implementation of the 1991 Alpine Convention in the Field of Transport -

Transport Protocol8 - The main objectives of the protocol is, observing the precautionary

8 Official Journal of the European Union – L323/15 dell’8.12.2007 - http://www.alpconv.org/en/convention/protocols/Documents/transportprotocolEN.pdf


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principle, the preventive principle and the polluter-pays principle, to pursue a sustainable

transport policy which will:

a) reduce the negative effects of and risks posed by intra- Alpine and transalpine transport

to a level which is not harmful to people, flora and fauna and their environments and

habitats, inter alia, by transferring an increasing amount of transport, especially freight

transport, to the railways, in particular by creating appropriate infrastructures and

incentives in line with market principles;

b) contribute to the sustainable development of the habitats and economic areas in which

people living in the Alpine region dwell and work by implementing a transport policy

which encompasses all modes of transport and is harmonized between the various

Contracting Parties;

c) help to reduce and, as far as possible, avoid any impact which might endanger the role

and natural resources of the Alpine region, the importance of which goes beyond the

boundaries of the Alpine areas, and threaten its natural and cultural heritage;

d) ensure the movement of intra-Alpine and transalpine transport at economically bearable

costs by increasing the efficiency of transport systems and promoting modes oftransport

which are more environmentally-friendly and more economic in terms of natural

resources;

e) ensure fair competition between modes of transport.

The general transport-policy strategy is devoted to ensure sustainability, to promote rational, safe

transport management in a harmonised, cross-border network that:

• ensures coordination between different carriers, modes and types of transport and

encourages intermodality;

• optimises the use of existing transport systems and infrastructures in the Alps, including

through the use of electronic data transmission, and charges external and infrastructure

costs to polluters in line with the damage caused;

• encourages, by means of structural and regional planning measures, the transfer of the

carriage of passengers and goods to more environmentally-friendly means of transport

and to intermodal transport systems;

• recognises and utilises the opportunities for reducing traffic volume.

Moreover the protocol undertakes to adopt the necessary measures so as to ensure as far as

possible:

• the protection of communication routes against natural hazards;

• in areas particularly damaged by transport, the protection of persons and of the

environment;

• the gradual reduction of emissions of harmful substances and noise by all modes of

transport, including through the use of the best technologies available;

• greater transport safety.

The Protocol identifies some Technical Measures:

• the creation and development of user-friendly, environmentally-adapted public transport

systems,


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• the improvement & optimisation of railway infrastructure (by constructing and

developing the major transalpine railway routes),

• the adoption of measures to transfer the long-distance carriage of goods to rail,

• sustain intermodal transport,

• synergies between long-distance passenger transport, regional transport and local

transport

• encourage additional efforts to increase the use of shipping.

• refrain from constructing any new, large-capacity roads for transalpine transport (only if

selected condition are met) .

However, in view of the geography and the settlement pattern of the Alpine region, which cannot

always be efficiently served by public transport alone, the Convention recognise the need, in

remote areas, to create and maintain sufficient transport infrastructures for private transport to

function.

• EUSALP - EU Strategy for the Alpine Region

Figure 3: Alpine region

European Council endorsed an integrated framework, a 'Macroregional strategy', which may be

supported by the European Structural and Investment Funds among others, to address common

challenges faced by a defined geographical area relating to Member States and third countries located in

the same geographical area which thereby benefit from strengthened cooperation contributing to

achievement of economic, social and territorial cohesion.

The Alpine area is composed of territories with contrasted demographic, social and economic trends and

a great cultural and linguistic diversity. This diversity goes along with a great variety of governance

systems and traditions. Both the common specificities of the Alpine area and its variety and diversity

call for cooperation. The Alpine region represents a living and working space for the resident population

and an attractive tourist destination for millions of guests every year. The Alpine region is a unique

territory, which has an important potential for dynamism, but is facing major challenges, such as:

• economic globalisation that requires the territory to distinguish itself as competitive and

innovative by developing the knowledge and information society

• demographic trends, characterised particularly by the combined effects of ageing and new

migration models


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• climate change and its foreseeable effects on the environment, biodiversity and on the living

conditions of its inhabitants

• the energy challenge at the European and worldwide scales, which consists of managing and

meeting demand sustainably, securely and affordably

• its specific geographical position in Europe, as a transit region but also as an area with unique

geographical and natural features which set the frame for all future developments.

An Alpine macro-regional strategy would provide an opportunity to improve cross-border

cooperation in the Alpine States as well as identifying common goals and implementing them more

effectively through transnational collaboration. Better cooperation between the regions and States is

needed to tackle those challenges. This Strategy concerns 7 Countries, of which 5 EU Member States

(Austria, France, Germany, Italy and Slovenia) and 2 non-EU countries (Liechtenstein and Switzerland),

and 48 Regions. To keep the EUSALP Action Plan manageable and to ensure a high level of ownership

of the participants, the Action Plan focuses on nine actions which represent the main areas where the

Strategy can contribute to delivery at the present stage. The strategy is divided into thematic areas and

action groups. In the 2nd Thematic Policy Area, Connectivity for all: in search of a balanced

territorial development through environmentally friendly mobility patterns, transports systems and

communication services and infrastructures, is the Action Group 4: To promote inter-modality and

interoperability in passenger and freight transport, while in the 3rd Thematic Policy Area: Ensuring

sustainability in the Alps: preserving the Alpine heritage and promoting a sustainable use of natural

and cultural resource, is the Action Group 9: To make the territory a model region for energy

efficiency and renewable energy. Both the action groups are strongly related to the e-mobility

deployment.

EUSALP AG4 mission considers that the Alps are an extremely sensitive environment located in the

heart of the European continent. Special geographical features cause particular constraints regarding

accessibility and transport infrastructure. Moreover transport is one of the main causes of climate

change – almost thirty percent of all greenhouse gases in the Alps can be attributed to transport – and

both passenger and freight traffic volumes are rising continuously. Road transport in particular causes

negative externalities such as air pollution, noise and traffic congestion. This makes mobility one of the

biggest challenges for the social, economic and ecological development of the Alpine regions. A

coordinated approach giving way to a coherent strategy is required to tackle these challenges in order to

ensure a sustainable development for the Alps. In order to address the most important challenges and

opportunities concerning mobility in the Alpine Region, the AG4 works towards the following

objectives:

• To promote inter-modality and interoperability in passenger and freight transport in

particular by removing infrastructure bottlenecks, bridging missing links, coordinating planning

and timetables of public transport, modernizing infrastructure and enhancing cooperation. The

AG4 is addressing this objective by focusing on infrastructure for sustainable transport in

passenger- and combined transport as well as interconnecting public transport systems, focusing

on operations and information and ticketing services.

• To support the modal shift from road to rail. The Alpine regions are particularly sensitive to

negative environmental and social impacts caused by the excessive traffic flow of freight and

passenger transport through the Alps. In order to tackle this challenge the AG4 promotes the

harmonization and implementation of modal shift policies with a focus on toll systems.


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• To develop cooperation and greater integration between the existing bodies and structures

in the field of transport. The close collaboration of the AG4 with different actors involved in

the transport and mobility sectors of the Alpine Regions guarantees an improved coordination

and ensures consistency between existing initiatives in order to avoid duplications and encourage

the alignment of funding. Strong links have already been established with the Alpine

Convention, the Suivi de Zurich Process, as well as the iMONITRAF! Network.

EUSALP AG9 focuses on the promotion of energy efficiency and the production and use of local

renewable energy in the Alpine Region, especially in the public and private sectors. The framework is

provided by, inter alia, the EU’s energy directives, the EU goals for 2020 and the Energy Union

Package. The action aims at supporting a significant reduction of energy consumption in the housing

and mobility sector, as well as in small and medium enterprises. The action promotes energy

management and monitoring systems at different levels. In order to address the most important

challenges and opportunities concerning energy in the Alpine Region, the AG9 works towards the

following objectives:

• Setting up an Alpine energy efficiency cluster. This cluster should serve as a forum for

cooperation and innovation, bring technical solutions for the specific energy needs of the

Alpine Region, and develop energy efficiency processes and products particularly adapted to

the Alpine Region, especially in the housing and mobility sectors.

• ‘Greening the Alpine infrastructure’: focusing on energy efficiency in the building sector

and promote harmonised, affordable and operational assessment tools to be used by public

authorities in order to boost sustainable and low-carbon buildings in the Alpine Region.

• Setting up an Alpine renewable energy cluster while taking into account ecological,

economical and land use issues and considering societal trade-offs.

• Support energy management systems in the Alpine Region by developing, sharing and

installing energy efficiency and decentralised monitoring systems at the local level and by

promoting regional energy monitoring.

• Support a better use of local resources and increase energy self-sufficiency while reducing

impacts on climate and the environment.

Coherence of EUSALP AG 4 and AG9 objectives and action with this RAP proposed actions is

monitored in the document, and the following chapter will show in more details the main issue of the

coherent scheme.

• iMonitraf! - A common transport strategy for the Alpine regions and action plan for

implementation

Some regions in the Alpine Space area are particularly sensitive to the negative impacts of freight

and passenger transport. They consider the most of this impact is due to very high shares of heavy

goods vehicles (HGV), specific topographical features, limited spatial resources and highly

vulnerable ecosystems. To tackle the common challenges, the regions Rhône-Alpes, the autonomous

Province of Bolzano, the autonomous Region of Aosta Valley, the Piedmont Region, the Friuli-

Venezia-Guilia Region, the Canton of Ticino, the Conference of Governments of Central

Switzerland, the Land of Tyrol as well as the European Academy of Bolzano have joined forces in

2005 to develop common solutions. In the frame of two projects under the Alpine Space

Programme, the regions have developed a common monitoring system and have analysed Best


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Practice measures as well as impacts of common steering instruments. Results from these activities

have been discussed with regional policy makers and finally brought together in a common strategy.

As major milestone of the iMONITRAF! project (2009-2012), representatives from seven regions

have signed a common resolution and strategy in May 2012. The strategy sets the framework for a

sustainable transport system in the Alpine Space – reducing negative traffic impacts and preventing

distributional impacts. Major elements are:

▪ A common understanding of targets builds the basis. While short-term targets are focused on

environmental challenges, targets for the long-term aim at maximizing use of rail capacities.

▪ Based on their exchange on Best Practices and innovative steering instruments, the regions agree

to work towards the implementation of common measures. This includes harmonization of

existing regional measures and a modal shift policy.

▪ The regions recognize the need for a further coordinated road traffic management system. They

agree to the need to implement a road freight steering instrument at Alpine Arc level in the mid-

term, focusing on a cap-and-trade approach.

▪ An Action Plan with a proposal to institutionalise the network.

For the period 2013-2016, political representatives of the iMONITRAF! regions have decided to

establish a Coordination Point which will continue the different activities of iMONITRAF!. The

Coordination Point shall support the implementation of activities and milestones towards an

ambitious and coordinated transport policy of the Alpine regions as defined in the iMONITRAF!

resolution and strategy. As basis for further discussions, the common monitoring activities will be

continued, with an annual update of the WebGIS system. Further, the best practice exchange on

regional measures will be continued to support the implementation of a harmonized set of measures

in the long-term. Political networking as well as the identification of political “windows of

opportunity” as well as related actions for iMONITRAF! are further task of the Coordination Point.

Major results of these activities will be presented in annual report as well as the iMONITRAF!

Transport Forums. During the iMONITRAF! meeting on 2 November 2016 in Lucerne, political

representatives of the most affected transit regions have again demonstrated their solidarity and their

willingness to implement a harmonized approach. They have agreed to continue the cooperation for

two more years (2016-2018) under the Lead of Tyrol, with a clear focus on finding broader support

for the Toll Plus proposal – especially at European and national level which will be necessary for

implementation. At European level, the revision of the relevant framework – the Eurovignette

Directive – has been launched in summer 2016 and the iMONITRAF! network will actively lobby

towards the consideration of the Toll Plus proposal in this revision process.

1.7.2 Coherences with other organisations

e-MOTICON project assumes as a general principle that cross-sectorial cooperation is very important in

order to define a governance model in which high competence can support the public administration in

realizing a high quality solution to the territories. For this purpose the project develops RAPS and

Guidelines in close cooperation with the main actors, Public Administrations and stakeholders.

1.8 Coherence with supra regional policies

The following table compare supra regional pillars for EUSALP, Alpine Convention and iMONTRAF!

ones, with the scope to help to understand the global coherence


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Table 2: Supra regional pillars

EUSALP AG4 EUSALP AG9 Alpine

Convention

Transport

Protocol

e-MOTICON

PILLARS

iMontraf!

EUSALP AG9

vision

To promote inter-

modality and

interoperability in

passenger and

freight transport

by removing

infrastructure

bottlenecks,

bridging missing

links,

coordinating

planning and

timetables of

public transport

(including multi-

modal information

and planning

services),

modernising

infrastructure, and

enhancing

cooperation.

EUSALP AG9

vision

The Alpine

Region will make

a long-term

contribution to

meeting Europe’s

energy needs and

at the same time

people in that

Region need to

have sufficient

energy resources

at their disposal to

improve local

living conditions

and economic

productivity.

AC vision is

devoted to ensure

sustainability, to

promote rational,

safe transport

management in a

harmonised, cross-

border network

that ensures

coordination

between different

carriers, modes

and types of

transport and

encourages

intermodality.

e-MOTICON

vision

electric mobility as

a crucial solution

for mobility in

Alpine Space

• public

Authorities are a

key actor to lead

the

infrastructure

development

• The Alpine

Space is made

of different

realities, from

Metropolitan

Areas to

isolated

rural/mountain

areas. The

optimal

solutions for

transport are

multiple:

• Local Public

Transport in

urban, peri-

urban and

congested areas;

• Rails for freight

and passenger

transport

especially for

long-range and

cross-country

trips

• Low emissions

iMontraf! vision

“Together

towards an Alpine

transport

strategy” -

positioning the

Alpine Space as

forerunner /model

region on

sustainable

transport. With

this objective, the

Alps can be seen

as a laboratory for

a sustainable

development in

Europe, inspiring

also other

European

sensitive areas.


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EUSALP AG4 EUSALP AG9 Alpine

Convention

Transport

Protocol

e-MOTICON

PILLARS

iMontraf!

private transport

for small cities,

towns and

mountain

communities.

• Technologic

solutions are

ready and

mostly

available. It’s

now important

to choose

common

solutions, set up

common rules

and respect

them.

• Goals can be

reached

according to a

“priority

approach”

• A set of few,

focused and

coordinated

actions would

be sufficient to

reach the goals

• Communication,

education and

training are

sometime more

important than

technical

aspects.

1.9 The synergy of the 5 RAP of e-MOTICON Project

The five RAPs represent a national and regional/local transposition of a common strategy. They are

developed by e-MOTICON project and are related and linked ones to the others by a common


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methodology and the common objectives. Tools and solution could be different, according to local

needs and regulations, but the selection criteria are uniform.

Inside these national frameworks more than eight different focuses on specific areas was performed.

The e-MOTCON partners strongly interacted with their territory in order to share their vision and their

needs. They also discuss e-MOTICON strategy, that accounts for a common feeling and purpose for all

the Alpine Area. The discussion drives to identify proper actions for each territory. Differences among

the RAP can be find mainly in selected actions, that accounts not only with a vision, that could be listed

uniform in the area, but also with the state of the art of the interoperability of the infrastructure for

charging electric vehicles:

• Germany Land, that shows a more mature framework for e-mobility and policy and industrial support

to electric charging network deployment, selected implementative actions that refers to Pillar #3 of e-

MOTICON strategy.

• Italian Regions give more relevance to communication and action on financial items, showing interest

to create the proper habitat for a good deployment of an interoperable and transnational electric charging

network.

• France Partner reveals great attention to partnership involvement and implementative action

• Slovenian partners show interest in planning and implementation of the network.

• Austrian Partners show different approach, due to the differences among the type of municipalities: the

Alpine Pearls need actions on communication, while the Klagenfurt municipalities is focused on

planning and implementative actions.

There may also be some hints about transnational features:

• Small municipalities, in particular the Alpine pearls, need, in particular, measures to inform and inform

tourist stakeholders in order to increase awareness of the needs of charging stations for tourist e-vehicles

and the characteristics of these stations;

• Major cities need a clear methodological approach to tackling the complexity of their planning of

actions;

• Regional authorities should communicate with one another in order to increase their effectiveness at

national level and to verify their objectives from a transnational perspective.

Even if the 5 RAPs are not able to cover the entire Alpine Space territory, they represent indeed a large

mapping of the area. The effort carried out by the partnership not only highlighted the different policies

but also verified and illustrated how they can be integrated into a common picture: a connected and

sustainable Alpine Space!


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2 THE NATIONAL CONTEXT

The regional area action plan is in coherence with national policies promoting the implementation and

diffusion of e-mobility infrastructure. In this chapter the national state of play is going to be presented to

get a broader view which is going to be narrowed down to the regional actions and measures to be taken

in the future.

2.1 National state-of-art

The national ecosystem for electric mobility is well developed in Slovenia, at that point that there are

more E-CSs that are installed than EVs actually registered. The regional electricity suppliers are well

organised and some of them are E-CS operators as well. There are up to seven larger E-CS operators in

the country, each of them playing a major role for the deployment of the current charging network.

European Alternative Fuels Infrastructure Directive 2014/94/EU (Directive) is transposed into Slovenian

legislation by National Alternative Fuels Strategy (Strategy) that was adopted in October 2017. The

Directive was adopted in July 2017. The use of alternative fuels is important in order to achieve the

environmental targets in the area of greenhouse gas and pollutant emissions. Slovenia has stringent

targets, since despite the fact that traffic density is increasing rapidly, it has to reduce greenhouse gas

emissions by 9% in 2030 relative to 2020 levels. This therefore means an increase in emissions of 18%

relative to 2005, however, one has to take into account the fact that traffic on some sections has doubled

since 2005. Freight transport is projected to grow by between 60% and 80%, and private transport by

30% by 2030.

Number of E-CS (2016): 228 (According to the Strategy)

E-CS ≤ 3,7 kW = 97

E-CS ≤ 7,5 – 22 kW = 92

E-CS ≥ 43 kW = 39

No. of sockets (2016): 553 (Source: e-MOTICON T1 research, May 2017).

Normal power motorbike/scooter 3 kW (Schuko) "Type 3A" <22kW: 198 sockets

Normal power car socket "Type2" <22kW: 252 sockets

High Power Multistandard >22kW: 19 sockets

High Power car socket "CHAdeMO >22kW: 36 sockets

High Power car socket "CCs combo2" >22kW: 29 sockets

High power Tesla: 18 sockets.

Through two approved projects, URBAN-e and NEXT-e, (Petrol, one of the Slovenian biggest private

companies is involved in both) that are two bigger projects among several other small-scale initiatives,

there will be 77 new E-CS (10 of them ultra-chargers) installed till 2020.

Interoperability level of E-CSs reaches 57,77% on national level. Region achieving the highest share is

Koroška region with 80%, followed by Osrednjeslovenska and Primorsko-notranjska region with

76,92%. The lowest level of interoperability is present in Savinjska region (31,48%). The area with most

developed E-CS network is the capital of Slovenia, Ljubljana with its immediate surroundings. The


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TEN-T network has 27 fast charging stations and 5 ultra-fast. There are 27 Tesla charger points (18

Superchargers and 24 Destination chargers) set up diagonally from Obalno-kraška region to Pomurska

region and from Gorenjska region to Jugovzhodna Slovenija region (Source: e-MOTICON T1 research,

May 2017).

In 2016 there were 228 E-CS in Slovenia with 553 sockets, 449 EVs and 111 plug-in hybrids.

Currently, in the beginning of 2018, the ratio between the number of electric charging stations (sockets)

and electric vehicles (EV) registered is 1:2. The European reference is 1:10. Share of publicly accessible

E-CSs is 60%, normal power (Schuko) E-CSs form the majority of private E-CSs. The market share of

the BEVs’ sales represented 0.28% of the total purchases in 2016; for the year 2017, the market share is

of 0.47%. 2017 was up to now the best year for the sales of BEVs in Slovenia; the market is growing

slowly but continuously; for instance, it grew up by 671.43% between 2014 and 2017. Till 2013 there

were less than 20 BEVs purchased annually but in 2017 the number of new BEV registrations in

Slovenia amounted up to 336 vehicles. (Source: EAFO, 2018).

Numbers of E-CS and EVs are subjected to constant change and the on-line databases cannot be updated

within real-time. In 2017 a detailed analysis of the charging infrastructure in Slovenia was made by PRC

and BSC Kranj, where several different on-line platforms and portals (Plugshare, Polni.si, Gremo na

elektriko, Chargemap, Tesla, etc.) were used. Due to fast growth of e-mobility and the technology in this

field, the stated numbers cannot present the up-to-date state of play in the country but can on the other

hand portray current and future trends.

The public stakeholders involved in the definition of the electric mobility policies in Slovenia are the

Ministry of Infrastructure with its Energy Directorate, the Ministry of the Environment and spatial

planning, the national Energy Agency of Slovenia, the national Energy Chamber linked to the Chamber

of Commerce and industry.

Regarding the energy supply the data for 2017 is not yet available, but for 2016 15.233 GWh was

delivered to the transmission and distribution system, which is 1.279 GWh more than the previous year,

out of which the delivery form the generating plants using renewable sources of energy was 5.221 GWh

(626 GWh more than in 2015), fossil fuel plans 4.589 GWh (592 GWh more than 2015), nuclear power

plant Krško 5.423 GWh (61 GWh more than 2015). Slovenian power plants produced 13.030 GWh of

electricity, total consumption in Slovenia was 14.173 GWh and was for 1,9% higher in comparison to

2015 (Source: Report on the Energy sector in Slovenia for 2016).

The structure of production is changing. The share of hydroelectric power plants is increasing. On the

other hand, the share of thermal power plants decreased. The share of small producers is slowly

growing. Domestic production sources covered 88% of consumption in 2016, the country had to import

12% of its electricity (source: Report on the Energy sector in Slovenia for 2016). With the opening of

the electricity market in 2001, electrical energy became a marketable commodity for industrial

consumers in Slovenia. Additionally, in 2007, electricity markets have been opened also to households.

Tariff customers are provided with electricity, in accordance with the tariff system, by distribution

companies in the framework of the public service of the supply of electricity to tariff customers.


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Electricity users are able to negotiate the price of electricity with several distributors. Different rates of

the electricity network fee are applied, depending on the voltage level, season (high-middle-low) and

overall consumption of power.

2.2 National main policies

The Slovenian Government introduced specific objectives in order to support the development of

electric mobility in the country, linked with the will of the Government to achieve a secure, sustainable

and competitive energy supply, the increase of the use of renewable sources of energy:

- The development of an E-CS infrastructure on the national highways that is foreseen by the

Energy Act. 27 E-CS are already installed on the highways which already grants a certain

density of the E-CS network in regards to the size of the country;

- From 2055 onwards, private and public transport should be fully electric driven, as stated in the

Slovenian Energetic concept.

The most important national regulations concerning the development of electric mobility are the

following:

Energy Act (2014): it transposes a number of EU directives concerning electricity and gas markets,

energy efficiency and renewable energy sources. It lays down:

- The principles of energy policy, energy market operation rules, manners and forms of providing

public services in the energy sector.

- The principles and measures for achieving a secure energy supply, for increasing energy

efficiency and energy saving and

- principles for increasing the use of energy generated from renewable energy sources.

Furthermore it lays down the:

- Conditions for the operation of energy installations,

- Regulates the responsibilities, organisation and tasks of the Energy Agency and the competences

of other authorities.

The purpose of the act is to ensure a competitive, secure, reliable and accessible supply of energy and

energy services, taking into account the principles of sustainable development.

Energy policy is the implementation of measures in accordance with the principles of this Act, the aim

of which is to achieve a reliable, sustainable and competitive national supply with energy by means of

promoting the following:

- Security and quality of energy supply.


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- Balanced long-term development of energy economy considering trends in energy consumption.

- Planned diversification of various primary energy sources, taking into account their economics.

- Competitive energy supply.

- Use of renewable and low-carbon energy sources.

- Ensuring the priority of efficient energy use over energy supply.

- Environmentally acceptable generation, production, transmission and consumption of all types of

energy.

- Competition in the energy market.

- Flexibility of energy users.

- Consumer protection.

The measures to achieve those objectives are/will be determined in the following long-term planning

documents: the Energy Concept of Slovenia, the National Energy Development Plan and operational

and action plans for individual fields of energy supply and management.

Energy Act directly addresses electro mobility in two articles:

- Article 78: (9) The distribution operator shall be responsible for the development of the basic public

infrastructure of fast EV chargers on the motorway cross;

- Article 382: (2) The operators or owners of public parking lots accessible to the public and the parking

lots of public sector buildings shall report to the ministry responsible for the energy, about the number

of E-CSs and the amount of electricity consumed at charging points.

Decree on renewable energy sources (RES) in transport (2016): this decree lays down the obligation

to reduce greenhouse gas emissions in the life cycle of fuels used for transport; sustainability criteria for

biofuels; verification of compliance with the sustainability criteria for biofuels; methodology for the

calculation of the energy share of renewable energy sources in transport. The Decree was published in

the Official Gazette on 14.10.2016. It came into force on 1.7.2017. This is the deadline when some other

measures should provide the conditions for achieving the set goals. This commitment was also given by

the Government of the Republic of Slovenia in the RES Action Plan, which stipulates that in order to

achieve the goals of renewable energy sources, an appropriate support environment will be provided for

the introduction of biofuels and other renewable energy sources in transport, as well as the promotion of

the introduction of electric vehicles.


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The Decree determines the modalities and measures for completing and verifying the fulfilment of the

obligations of fuel distributors with regard to the placing of biofuels and other renewable energy sources

on the market.

Overall RES energy share in transport as foreseen by the Decree: at least 6,20% in 2017, at least 7,00%

in 2018, at least 8,40% in 2019 and at least 10,00% in 2020. In 2014, the share of RES in transport in

Slovenia amounted to 2.6%, which is a decrease compared to 2013 (3.5%) and also to 2012 (2.9%).

Depending on the absolute value in 2014 and the trend (decrease in the share), it can be estimated that

the achievement of the set intermediate targets and the final target share of 10% of RES in transport in

2020 will be a rather challenging task. Therefore, the legislator included in the new Energy Act also the

obligation to report on the consumption of electric energy for EVs. In 2020, EVs are expected to not

account for more than 10% of all vehicles; nevertheless, charging the EV can have a significant impact

on the fulfilment of obligations under the Directive and the Decree. In order to calculate the energy

share of electric energy consumption from RES in road EVs, the regulation states that the energy value

of the delivered electric energy from RES is multiplied by a factor of 5 (Source: Energy Agency,

February 2017).

The Slovenian Government has issued and adopted the following strategies which aim at fostering the

development of electric mobility in the country thanks to the installation of new publicly accessible E-

CS.

The Transport Development Strategy (2015): this Strategy promotes the use of alternative energy

sources and the introduction of hybrid and electric vehicles, as well as the construction of a network of

charging stations (the related charging infrastructure). According to the environmental requirements at

the national level, the encouragement for the purchase of EVs will have to be initiated and a network of

charging stations will have to be build, so that by 2030 there will be at least 10% transport work done

without greenhouse gas emissions on Slovenian roads. In the Strategy it is estimated that by 2030, in the

structure of passenger cars, around 15% of passenger cars will be electrically or hybrid (plug-in hybrids)

driven. The strategy also indicates that traffic growth would be between 60% and 80% in freight

transport by 2030, and 30% in the segment of passenger transport. In the document it is stated that it is

necessary to provide financial incentives that will encourage individuals to purchase vehicles with

environmentally friendly motor fuels. The Strategy was adopted by the Government of the Republic of

Slovenia on 29th July 2015, together with the Environmental Report for the Comprehensive

Environmental Impact Assessment. The measures stipulated by the Strategy address the entire Slovenian

transport system and clearly and unambiguously require an accelerated drawing up of individual

projects. The Strategy also stipulates the method of project preparation which must be based on actual

needs, attain the objectives of economy and sustainability and eliminate problems defined in measures.

The vision of the transport policy is defined as the provision for the sustainable mobility and supply to

the economy with the following general objectives:

- To improve the mobility and accessibility.


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- To improve the supply of the economy.

- To improve the traffic safety and security.

- To reduce the consumption of energy.

- To reduce the costs of the users and operators.

- To reduce the environmental burden.

The Resolution on transport policy: the Resolution clearly states that the Government is committed to

promote the use of more sustainable vehicles and achieves a better coordination to ensure this. The

implementation of electric mobility systems within the infrastructure or supporting electric mobility is

not explicitly stated; electric mobility should be integrated into the national policies more explicitly and

in more details.

The Spatial Development Strategy (2004): The key framework for spatial development of Slovenia is

formed by a two-stage polycentric urban system, which is defined by the Spatial Development Strategy

of Slovenia, published in the Official Gazette of the Republic of Slovenia, no. 76/2004. The system

consists of centres of national and regional importance, as well as centres of inter-municipal importance

that are centres of functional and / gravitational areas and provide supplies, services and jobs. The

centres are interconnected with the transport infrastructure of the appropriate level. The report on spatial

development (2015) notes the strengthening and enhancement of the functional areas of larger centres.

The centres of national significance include Ljubljana, Kranj, Maribor, Celje, Koper, Novo mesto, Nova

Gorica, as well as strengthening of the lower level centres, especially in the vicinity of Ljubljana (eg.

Domžale and Kamnik) and settlements in the axis of the main traffic axes. The centres focus on day-to-

day migrations, the volume of which is still increasing with personal motor traffic. The document

doesn’t mention implementation of EVs into the transportation systems but it addresses all the other

means and systems: public traffic, air, motorway (land), sea; reduction of use of personal transport

means, enhancement of public transport, bicycling and walking. Under the point 5 “Integrated and

Harmonized Development of Transport and Settlement Networks and the Construction of Public

Infrastructure Facilities”, page 27: “When constructing new infrastructure and modernizing the existing

one, support shall be given to the construction of those energy generation and distribution facilities

which enable a high-quality and reliable energy supply for Slovenia. When determining the location of

new energy generation or distribution facilities, their optimal inclusion in the Slovenian energy network

shall be ensured and excessive environmental impacts prevented while respecting the principles of

sustainable spatial development.”

National Alternative Fuels Strategy (2017): According to the prescriptions contained in the Directive

2014/94/EU, the Slovenian Government has announced its quantitative objectives in terms of E-CS and

EVs in its National Alternative Fuels Strategy. Optimistic scenario sketched by the Slovenian

Government:

- By 2020, the Government plans the installation of 1.200 E-CS throughout the country.

- By the same year, 5.311 registered EVs are previewed by the Government.


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More details about the Strategy in the following chapter (National main actions).

2.3 National main actions

If Slovenia is to achieve its alternative fuels targets by 2030, in addition to measures for improving

public transport, it has to ensure that at least 17% of the cars travelling on its roads are electric or plug-

in hybrids (200,000 vehicles), 12% of light commercial vehicles are electric (11,000 vehicles), a third of

all buses run on compressed natural gas (1,150 buses) and almost 12% of heavy goods vehicles (just

over 4,300 vehicles) run on liquefied natural gas. As the number of vehicles running on alternative fuels

will increase, the number of charging and filling stations will have to be increased also, on motorways

and elsewhere. Slovenia is one of the first countries in Europe to have installed high-powered e-chargers

on its motorway network. This network will be significantly expanded over the next five years, enabling

Slovenia to provide coverage of the Trans-European Transport Network (TEN-T) with chargers. With

the projected growth in traffic, Slovenia will require 1,200 standard-power chargers for domestic

transport by 2020, rising to 7,000 by 2025 and 22,300 by 2030.

Slovenia’s main actions and measures are listed and described in the National Alternative Fuels

Strategy. According to the Strategy, after 2025 Slovenia is going to limit the first registration of

passenger cars and light-commercial vehicles of categories M1 and MG1 and N1, which, according to

the manufacturer's declaration, have CO2 emissions above 100 g/km. Five years latter (after 2030) this

limit will drop to 50 g/km. The Strategy supports an increase in the number of E-Vs, hybrid vehicles and

vehicles using fossil fuels that have a lower adverse impact on the environment than the vehicles we use

today.

The Strategy proposes sets of measures for each alternative fuel, on the basis of which a detailed Action

plan for 2018–2020 is being drawn up (at the moment Action plan is in the proposal phase). Priority is

given to measures that establish a charging infrastructure for electric vehicles and for vehicles using

compressed and liquefied natural gas; this will enable the government to promote the increased

popularity of vehicles that run on alternative fuels. Measures are envisaged for all areas, from financial

incentives, co-financing of the construction of alternative fuels infrastructure and amendments to

legislation, to the promotion of innovative solutions, the acceleration of economic development, public

information and the removal of administrative barriers. Measures relevant for e-mobility are described

below. Action plan will be updated every two years.

The action plan sets out in detail the resources for the implementation of the individual measures,

deadlines and development stakeholders. Financial incentives for the purchase of electric and plug-in

hybrids, exemption from the payment of various fees for electric vehicles, free parking, etc. will

certainly remain part of these measures.


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Slovenia promotes the purchase of alternative-fuel vehicles through subsidies for electric vehicles,

which are also exempt from payment of annual fees for use of vehicles on roads. There are also

favourable loans available for purchasing EVs, E-motorcycles and electric or hybrid-drive bikes whose

CO2 emissions are less than 110 g/km. Vehicles with CO2 emissions less than 110 g/km are charged a

lower rate (0.5%) on their motor vehicle tax. Some municipalities and providers offer free parking and

charging of EVs.

In order to ensure that traffic causes the least possible amount of environmental pollution, Slovenia has

to promote a sustainable transport policy: pedestrian and bicycle traffic in the settlements and increasing

the competitiveness of public transport. But this will not be enough, since due to the dispersed nature of

the settlements in many parts of Slovenia it is difficult to replace car use with public transport. Slovenia

will therefore have to be sufficiently ambitious in its introduction of alternative transport fuels to ensure

that the mobility by private vehicles pollutes the environment as little as possible. This is also one of the

objectives of the Strategy. Another key to a faster transition to green mobility in the area of private

vehicles is the car industry’s contribution through improvements in the area of electro mobility, the use

of hydrogen and fuel cells and innovations and improvements of classical internal combustion engines

(ICE). Technological advancements will allow faster development and will allow Slovenia to reach the

targets more quickly.

MEASURES

Measures to fulfil commitments according to the optimal scenario are divided into different areas that

can together ensure that the objectives are achieved. The measures are interdependent and only as a

whole guarantee that Slovenia will be able to fulfil various commitments in the field of transport.

Measures are described below.

1. Promoting the development of technologies and the economy

Harmonization of the key features of EVs with ICE vehicles (range, price, use of batteries) is expected

by 2025. This is regarding to alternative fuels targets relatively late. Measures are foreseen in the field

of innovation, research and promotion of the economy.

Connection: #2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON

INFRASTRUCTURE

2. Charging infrastructure

The charging infrastructure for high-capacity chargers will expand in those areas of the TEN-T network

where coverage is not optimal and according to the number of EVs. The installation of public charging

infrastructure in municipal centres and major towns in Slovenia and the charging infrastructure for

multiple dwelling buildings and in private use will be encouraged. Slovenia will ensure that the number

of charging points will ensure an optimal ratio between the number of EVs and the number of charging

points, that is, seven vehicles per public charging station. It will be ensured that simplified payments for


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EV charging will be introduced. Ad hoc charging will be enabled for users who do not have contracts

with suppliers under favourable conditions that ensure non-discriminatory treatment. Charging

infrastructure will have to meet the requirements of the Directive 94/2014 EU. In order to achieve

desired interoperability levels, common E-CSs will be equipped with at least Type 2 sockets or

connectors for vehicles, as described in EN 62196-2 standard. High-capacity charging stations for AC

electric vehicles will be equipped with at least two Type 2 connections as described in EN 62196-2.

High-capacity charging stations for DC electric vehicles will be equipped with at least Combo 2

connectors as described in EN 62196-3.

Connection: #2—SET SUPRA-REGIONAL COMMON MINIMUM RULES ON

INFRASTRUCTURE

Connection: #3— IMPROVE THE INFRASTRUCTURE

3. Financial incentives for vehicles

Slovenia has already implemented financial incentives for the purchase of EVs that cover 50% of the

difference in the price of EVs with the price of the same or comparable ICE vehicle. Subsidies are paid

by EKO Fund on the basis of public calls. In 2017, the subsidy for the purchase of an EV amounted to

EUR 7,500 and for plug-in hybrid to EUR 4.500. Subsidies for the purchase of EVs will be maintained

until large-scale production and harmonization of EVs with comparable characteristics of ICE vehicles

(as regards the range, use and vehicle price) occurs. It is envisaged to simplify the procedures for

granting subsidies and arrange for the subsidization of test vehicles. Subsidies will be gradually reduced

as the EV prices will fall. EVs are exempted from payment of the annual tax on the use of roads (Annual

Fee on the Use of Motor Vehicles Act, Official Gazette RS, No. 57/08). The exemption is foreseen

during the period of EV promotion. Once the number of registered EVs has reached 10% of the total

number of registered vehicles by category, the annual tax will be introduced and will be comparable to

the annual tax of vehicles with the lowest emissions of GHG and pollutants. The annual tax on the use

of roads will be adapted to the environmental parameters of the vehicle and will be proportionate to the

emissions of GHG and pollutants.

Connection: #1—DEFINE THE BEST POSSIBLE ROLES OF PAS

Connection: #5—EMPOWER COMMUNICATION AMONG PUBLIC AUTHORITIES and

OTHER STAKEHOLDERS

4. Amendment of legislation and elimination of administrative barriers

Changing legislation and eliminating administrative barriers will provide a regulatory environment that

will encourage the use of EVs. Measures are foreseen for:

- normative regulation in the field of transport, which encourages positive discrimination for EVs in

parking, the use of certain traffic surfaces, special marks or license plates,


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- integration into advanced systems and advanced communities,

- online / user-friendly applications for subsidizing the purchase of EVs, where the vendors will

arrange for the beneficiary all documentation,

- enabling the EV test drive to be sold as a new one for which the beneficiary could claim a subsidy,

- promoting dynamic tariffs,

- parking arrangements at places reserved for EVs,

- enabling the installation of charging infrastructure for multiple dwellings buildings.



5. Provision of public transport

Electrically driven and electrically powered electric buses can significantly contribute to reducing

environmental stresses in urban centres, in natural and landscape parks and in protected areas. Incentives

will be provided to replace EURO IV public transport vehicles with alternative fuel vehicles, especially

in places with poor air quality. The environmental parameters of vehicles for the implementation of the

compulsory service of public passenger transport will be part of the tender conditions for granting

concessions. By 2030, vehicles used for public transport of passengers should meet the most up-to-date

environmental requirements.


Connection: #6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT

6. Promotional activities to promote electro mobility

Personal experience and good knowledge of technological and user information are an important factor

in deciding on mobility. In city centres, cars that have the highest GHG footprint will be limited. Car-

sharing and co-ownership of vehicles will be encouraged, which can significantly reduce the number of

vehicles in the city centres of major cities. For the transition to low-carbon road vehicles, a

communication strategy will be developed with information on the traffic impact on climate change and

the environment, the characteristics of vehicles on alternative fuels and their properties and the

possibilities of use. Modern online information on charging infrastructure for alternative fuels, their use

and accessibility and on all forms of sustainable mobility will be prepared. Promotional activities and

the promotion of the use of electric vehicles will be carried out in cooperation with non-governmental

organizations.

A program for the supplementary training of professional drivers (program code 95) will be developed

in order to present the advantages and possibilities of using alternative fuels in the transport of goods. In

cooperation with the Craft Chamber and the Chamber of Commerce and Industry of Slovenia,

information on the use of alternative fuels together with the installation of the charging infrastructure


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will be prepared. Advantages and disadvantages of the use of alternative fuels in business operations

will be presented.

Connection: #4—ADOPT AN INTEGRATED, SUPRA-REGIONAL MAPPING TOOL


OTHER STAKEHOLDERS

Connection: #6—GUARANTEE SYNERGY AMONG PRIVATE AND PUBLIC TRANSPORT

7. Recommendations to local communities

The Strategy sets out the objectives and paths for achieving the goals at the national level. For the

breakthrough of electrical mobility, much has to be done at the local level, at the level of municipalities.

Therefore, the Strategy recommends municipalities a list of measures that would be recommended at

local level. These measures would accelerate the development of e-mobility, reduce the burden on the

environment and deliver a healthier living environment for the people.

Recommendations:

- Ensuring the installation of public E-CS, including in agglomerated multiple dwelling

neighbourhoods

- Ensuring the preparation of decrees for the regulation of parking of EVs in front of a public

charging infrastructure or the establishment of procedures for installation of charging stations

and parking spaces reservation

- Promoting alternative fuels urban transport and alternative fuels taxi transport

- Driving on yellow lanes

- Exemption of parking fees for electric cars.




OTHER STAKEHOLDERS

National Alternative fuels Strategy Action plan for 2018:

Measures:

- financial and tax incentives,

- elimination of administrative barriers,

- green procurement,

- charging infrastructure co-financing,

- promotional and educational activities,

- recommendations to local communities,


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- recommendations to employers,

- parking policy.

Value of measures altogether for 2018 amounts to € 13,7 MIO (€ 11,1 MIO is already guaranteed). For

2019 the estimated value of the measures amounts to € 35,1 MIO (out of which € 19,4 MIO is already

guaranteed) and for 2020 to € 57,3 MIO (€ 30,6 MIO).

(Source: Presentation of Mr. Bojan Žlender, of Ministry of Infrastructure. Ljubljana, 14.3.2018).


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3 GORENJSKA REGIONAL ACTION PLAN

The present document represent the e-MOTICON proposal for the Gorenjska region by the project

partner BSC, Business Support Center, Ltd, Kranj, Regional Development Agency of Gorenjska (BSC,

Ltd, Kranj) with the support of local administrators of 18 municipalities and stakeholders, for the

planning of an interoperable E-CS network.

The RAP of Gorenjska 2019-2030 (hereinafter: RAP) is the basic document at the regional level for the

implementation of the e-mobility infrastructure in the region. It defines the benefits of the region

development in terms of diffusion of e-mobility infrastructure and knowledge capacity building

regarding e-mobility, defines its development priorities and financially evaluates policy measures and

actions taken by regional public authorities for the diffusion of e-mobility infrastructure and connected

services. It was prepared in accordance with the above mentioned Alpine Space Programme strategic

documents and National strategic documents on e-mobility and mobility on alternative fuels and the

decision of the Development Council of the Gorenjska region on the 10th Board meeting, on the 14th of

February 2017, supporting the preparation of this document, and the Gorenjska Regional Development

Plan 2014-2020, supporting the development of sustainable mobility in Gorenjska region. Within the

Regional Development Plan for Gorenjska 2014-2020, the document is aligned with the objectives

under the chapter Environment, Space and infrastructure.

Within the framework of the Regional Development Plan for Gorenjska 2014-2020, the document meets

the objectives of the chapter Environment, Space and Infrastructure.

3.1 Identification of Region Gorenjska target groups

BSC, Ltd, Kranj, Regional Development Agency of Gorenjska, as the responsible for the preparation of

the Action plan realizes that in order for the plan to be effective in its implementation the target groups

addressed need to be all 18 municipalities of Gorenjska region and Electro Distributers (Gorenjske

elektrarne and Petrol) and other regional facilitators of e-mobility like Tourism Bohinj and SORK

(Svetovalni Organ za Razvoj Kolesarstva Gorenjske – Advisory body for development of cycling in

Gorenjska).

The process of RAP preparation started in December 2017 and ended October 2018, following the

principles:

• The document should be an upgrade of the existing municipal policy documents on Sustainable

mobility like SUMPs, Local energy concept and other.

• The document should be focused, clear and operational.

• Feasibility of actions to be taken is important; therefore the measures will be prioritized on the basis of

Multi-criteria analysis.

• The clarity of decisions on e-mobility infrastructure and integration in other mobility plans and

existing regional and local structures needs to be assured.

• The focus is on an agreement on the key local and regional projects, which will make Gorenjska closer

to the aim of implementing e-mobility.

• RAP must also be based on visions of companies, the state and follow the EU AFID directive,

• The results of the measures need to be integrated in present or future business models and thus self-


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sustainable, however the national financial resources, resources of the European Union (EU) are

important for the implementation of the set measures and actions.

• The RAP is set to support public-private partnership.

• Ensuring connectivity with spatial documents.

RAP was formed in the partnership of the economic sector, public and non-governmental sectors. About

22 individuals from different fields of expertise and 10 institutions or companies were directly involved

in the project group of RAP preparation contributing their inputs.

The RAP consists of an analysis of existing municipal SUMPs, Local energy concepts, other documents,

and regional development potentials, municipal inputs of planned measures regarding e-mobility

infrastructure and work in the project e-MOTICON. On the basis of prepared analysis and findings,

development guidelines and a vision for development of e-mobility infrastructure in Gorenjska region

were set. It integrates total 21 municipal actions and actions of RDA of Gorenjska in cooperation also

with regional distributer of electricity, for e-mobility development with emphasis on e-mobility

infrastructure by 2023 and beyond. The total amount of finances needed to implement the RAP stated

measures and actions are envisaged to rounded up 656,000 EUR, from this estimation around 156,000

EUR were already gained and spent and approximately half a million is still needed. This estimation is

excluding the actions where a descriptive evaluation of costs was given.

The Ministry of Infrastructure gave a positive opinion to the RAP, and on …. it was adopted by the

Council of the Gorenjska region, which consists of mayors of Gorenjska municipalities. After the

adoption of the RAP, for the period of 5 years, an agreement for Memorandum of Understanding is

drawn up and signed by all supporting Municipalities.

3.2 Description of the area of intervention

The RAP includes the geographical area of Gorenjska as a development region at the level of NUTS

3 and includes 18 municipalities: Bled, Bohinj, Cerklje na Gorenjskem, Gorenja vas - Poljane,

Gorje, Jesenice, Jezersko, Kranj, Kranjska Gora, Naklo, Preddvor, Radovljica, Šenčur, Škofja Loka,

Tržič, Železniki, Žiri and Žirovnica. Among them is one urban municipality - the Municipality of

Kranj, which according to the number of inhabitants belongs to the larger Slovene municipalities.

The center of the municipality is Kranj, which is the administrative, economic and cultural center of

the Gorenjska region, and the third largest city in Slovenia after the capital city of Ljubljana and

Styria's capital, Maribor.

9 http://www.veterina.portal-medicus.com/index.php/veterinarske-klinike-in-ambulante-v-sloveniji

Figure 4: Regions of Slovenia; Source: Portal Medicus9


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3.2.1 The territory and the morphological aspects

Gorenjska is the fourth largest Slovenian region by the number of residents and the sixth by the

area. The area is 2.137 km². Gorenjska lies in the north-western part of Slovenia and borders with

Austria (Carinthia), north, Italy (the Friuli-Venezia Giulia region), west, Goriška region on the

south-west and in the south to south-east it opens towards the Osrednjeslovenska region.

Gorenjska is an Alpine region. The geomorphologically dynamic surface is characterized by high

mountains, among which the highest Triglav, the symbol of Slovene, peaks 2864m high from the

sea level. 70% of Gorenjska represents the mountain world, only 30% of the surface lies in the

valley and flat part of central Slovenia. As many as 40% of the region is located above 1,000 meters

above sea level, 65% of the region of Gorenjska is covered by forests, and over 45% of the region

includes protected areas of nature, including Natura 2000 sites (94,661 hectares or 44.3% of the

region, source: Natura 2000) protected areas of nature.

Present land use is a result of society’s current needs as well as a reflection of historical Land use

patterns. In the most recent period, sub‐urbanization is mainly evident on urban fringe and in

settlements that are close to the corridor connecting to Jesenice, Kranj and the capital city of

Ljubljana. On the other hand, the rural landscape is demographically endangered with ageing and

falling of population. Forest and grassland predominate in the structure of agricultural land. The

main land use interests are development of building land for housing needs, development of

economic activities such as trade centers and some industrial zones, sports facilities, infrastructure,

agricultural activities, tourism needs as hotels, apartments, golf courses and other leisure facilities,

as well as nature reserves and protected areas.

3.2.2 Demografic features

Gorenjska region has 203.800 residents (2017). Population density is 95,4 people/km2. The region

stands out, now for several years, with the highest share of people aged 0–14 (15.8%). The natural

increase in the region was among the highest (1.9 per 1,000 population), while net migration was

negative (–2 per 1,000 population), noted in 2015. As regards the share of people with tertiary education

(28%), the region has been the second in the country.

Unemployment rate in 2015 was 6.9%. Average monthly net earnings of persons employed in the region

were in 2015 below the national average, 1,011 EUR. In 2018, unemployment rate in Gorenjska was

5.5%. In July 2018 there were 2429 men unemployed and 2450 women in Gorenjska (SURS, 2018)10

10 https://ess.gov.si/trg_dela/trg_dela_v_stevilkah/registrirana_brezposelnost#Statistične%20regije


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3.2.3 Economic features

Data from 2016 show that the average monthly net earnings were slightly below the Slovenian average

(EUR 1.024,92). The average monthly salary per person employed by legal entities in Slovenia in 2016

amounted to a gross amount of EUR 1,585. Highest average monthly gross earnings (in municipality

Cerklje na Gorenjskem: 2,297 EUR)

In 2015 nearly 19,000 enterprises operated in the region, employing almost 69,000 people. Fast-growing

companies accounted for 57% or 9% of all fast-growing companies in Slovenia. GDP per capita in 2015

amounted to EUR 16,437, which was less than the national average.11

The industry is dominated by three branches: the production of electrical machines and appliances, the

production of finished wood products and the metalworking industry. The region is one of the most

economically developed regions of Slovenia with a strong and diversified industry, crafts and tourism,

both summer and winter. In agriculture there is mostly livestock farming and forest exploitation.

3.2.4 Territory description

There are 3 town councils in the Gorenjska region (Kranj, Železniki and Škofja Loka). In the remaining

15 municipalities they are municipal councils. The number of town councillors in Kranj is 33, in Škofja

Loka 27 and in Železniki 17.

Figure 5 : Municipalities of Gorenjska region ; Source: Ministrstvo za obrambo, URSZ, 201812

11 regije v številkah – SURS: https://www.stat.si/StatWeb/File/DocSysFile/9374/regije_v_stevilkah_2017.pdf, and

https://www.stat.si/obcine, found on net 29. 10. 2018

https://www.stat.si/StatWeb/File/DocSysFile/9374/regije_v_stevilkah_2017.pdf


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3.2.5 Infrastructure features

Gorenjska is well connected by roads and rail. The main road connections from Gorenjska lead to

Austria (W), Ljubljana (SE) and Italy (SW). Rail connection is sufficiently connecting Ljubljana and

Jesenice, going through Škofja Loka, Kranj, Radovljica, Lesce-Bled and Žirovnica. From Jesenice the

rail connection goes whether to Austria or to Bled, Bohinj and Italy. Railway SI-AT going through

Jesenice is a part of the Baltic-Adriatic Corridor, the cross-border sections in terms of their compliance

with the TEN-T requirements are still facing important bottlenecks. The highway to Jesenice is a class 1

highway connecting Jesenice to Austria (W) and Ljubljana (SE). Local roads are mostly in good

condition.

All municipalities have bus connections, bus and rail connections are being synchronized to reduce

waiting times. Projects improving infrastructure for parking bicycles, e-mobility infrastructure and

mobility, pedestrian infrastructure, safety measures and infrastructure are planned in local SUMPS and

other municipal spatial documents.

Figure 6: Main highway to AT

Figure 7: Main highway connection to IT

Source: Google maps, 2018 Source: Google maps, 2018

12 http://sos112.si/slo/izpostava_page.php?IzpostavaID=2&src=104.htm


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Figure 8: A2 conecting Gorenjska with Ljubljana and AT and IT

Source: DARS13

In Slovenia, there are almost 39,000 kilometers of public road network.

Table 3: The state of play of road connection in Slovenia in 2017

Road category Length in km Managed by

Motorways and expressways 781 DARS JSC

Main roads 807 DRSI

Regional roads 5,129.00 DRSI

Local roads 13,361.00 Local communities

Public routes 18,885.00 Local communities Source: Directorate of the Republic of Slovenia for Infrastructure, 2018.14

Table 4: Density of the public road network [km to km2] in Gorenjska:

Municipality km within km2

Bled 1,7

Bohinj 0,4

Cerklje na Gorenjskem 2,2

Gorenja vas - Poljane 2,7

Gorje 0,5

13 https://www.dars.si/Interaktivni_zemljevid 14 http://di.gov.si

https://www.dars.si/Interaktivni_zemljevid


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Jesenice 1,8

Jezersko 0,6

Kranj 2,5

Kranjska Gora 0,6

Naklo 2,7

Preddvor 1,1

Radovljica 2,3

Šenčur 3,4

Škofja Loka 2,7

Tržič 1,1

Železniki 1,6

Žiri 2,4

Žirovnica 1,4

Total km within km2 31,7 Source: SURS, 2018

Figure 9: Slovenian railway connections: Map of Slovenian rail network

Source: Wikipedia15, 2018

15 https://sl.wikipedia.org/wiki/Zgodovina_železnice_v_Sloveniji#/media/File:Railway_map_of_Slovenia.png


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Figure 10: Rail connections

Source: Slovenske železnice16

The above map is showing passenger train connections as well as the train connection for fright

transport.

Total length of the railways in Slovenia is 1,207.701 km. Length of the single-track railways is

874.162 km. Length of the two-tier railways is 333.539 km.

3.2.6 Mobility Analysis: modal split / average daily travel / desired lines grid for systematic

mobility

3.2.6.1 Bled

Municipality of Bled lies in the midst of a dynamic surface, glacial transformed landscape, at the

transition from the Radovljica basin to the eastern foothills of the Julian Alps, thus representing the

doors to the very popular destination of Bohinj and Pokljuka. Therefore, besides the day-to-day daily

migration of the domestic population, Bled is further burdened with dense motor traffic, which

deteriorates the quality of life of citizens. Motor traffic increases the needs of road infrastructure and

endangers the “weaker” road users, while still facing poor public transport infrastructure. There is still

the need to improve cycling routes and footpaths.17

16 http://slo-zeleznice.si/en/passenger-transport/timetable/network-map 17 SUMP Bled


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Demographic image is negative. Between 2008 and 2016, the number of inhabitants decreased by only

2%, but the worry is that the negative increase in the population (-7.7 ‰ in the municipality of Bled and

0.9 ‰ in Slovenia) and the large share of the elderly population (5.8% of the elderly over 80 in the

municipality of Bled and 4.7% in Slovenia).18

Regarding traffic, there are problems in terms of extending travel distances, since there is an absence of

a competitive public transport, the main mean of transport is car transport. 62% of the inhabitants of the

Municipality of Bled daily migrate to work in other places. 43% of people are daily migrating to work in

Bled from other areas. 71% of people use a car for transport to work and to school, 77% after work for

errands, 87% for a trip to Bohinj, 93% for a trip to Radovljica and so on.19

On the basis of the situation analysis and the completed surveys, public passenger transport (PPT) does

not use all the potential in the municipality. The possibilities for upgrading are mainly in the

optimization of routes and timetables, the integration of PPT into school transport, upgrading the

information system and the ticketing system, expanding the service and fleet, renovating stations and

stops and improving the business model. There is also a great opportunity in multimodality (interlacing

different modes of transport) and better integration of PPT forms with the remaining modes of transport

(e.g. today, there is no provision for passengers wishing to board a bus or train by bike).20

In motion is the planning, construction and building of the northern and southern bypass roads, which

will reduce the traffic pressure in the center. The plan is also to invest in the tourist transport, since Bled

is one of the most touristic destinations in Gorenjska.

3.2.6.2 Bohinj

The goal of the Bohinj municipality is to improve the living and working environment and to reduce the

impacts of traffic on the natural environment by changing the traffic habits and the traffic regime.

The majority of tourists in Bohinj still come with personal vehicles, which is reflected in the high traffic

load of roads and parking areas, especially in summer peaks. According to DRSI data, on the state road

at the countable town of Ribčev Laz in 2016, 1,066,186 vehicle transitions were recorded, of which 34%

were in July and August. Over the past years, the municipality has launched a number of infrastructural

and soft measures that promote the use of sustainable mobility: the construction of cycling routes, the

upgrading of parking spaces with a traffic management system, the purchase of a tourist boat, promotion

of the public transport use... Even so, the railway and public bus are underutilised.

Due to the dispersal of the settlement, the people of Bohinj are mainly dependent on their own transport.

With 517 vehicles per 1,000 inhabitants, the municipality ranks among the Slovenian average (518). In

the worst situation are older people and adolescents without their own transport, who live in

mountainous settlements, where there is no public transport, with the exception of school buses.

16, 17, 18, 19SUMP Bled


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To limit the use of passenger cars, the Municipality introduces measures of soft mobility (set-up of E-

CS, e-boats…), increasing parking spaces, developing smart transport system (info boards), building

cycling and pedestrian infrastructure and slowing down traffic in the settlements.

For e-mobility, just in the 2017, 3 E-CS were set-up, in 2018 there were 4 public E-CS and 2 private

ones in a camping area and at the hotel Park in Bohinjska Bistrica.

In 2018 the transport of elderly people and people with disabilities, who cannot go for the visit to a

doctor, has begun. Transport is done by an electric car. Two electric cars are available for rent in the

Danica camp or at the Bohinj Tourist Board from summer season 2018. The municipality of Bohinj is

also a partner in the project Intergenerational Centers, which was registered for the LEAG programme,

in which Bohinj Municipality will purchase an electric car for the needs of the mobile social service.

The municipality is implementing e-mobility measures also when building new parking lots. The Spatial

Act stipulates that it is necessary to provide one charging station for electric cars at 50 parking places.

3.2.6.3 Cerklje na Gorenjskem

The municipality of Cerklje na Gorenjskem is a sustainable and economically viable municipality that

provides high quality of life, has regulated, efficient and safe transport connections. Cerklje na

Gorenjskem has a favorable position at the transition from the Ljubljana basin to the high mountain

world of the Kamnik-Savinja Alps, the junction of the rich natural environment, the cultural landscape

and the way of life of local people, which is enriched with the environment and the hospitality of the

people living there.

In the southern part of the municipality lies the central international airport in the country. The airport

has great economic importance for the area of the municipality. The development plans of the airport

date to 2040, when it is expected to become the leading provider of airline connections and services for

passenger and freight traffic in the region and achieves the following objectives:

- 4.1 million passengers per year (in 2010, passenger traffic at the airport consisted of 1.4 million

passengers),

- 60000 tonnes of freight traffic per year (in 2010, the freight traffic at the airport was 17310 tonnes),

- 88,000 aircraft movements per year (in 2010, there were 42569 aircraft movements at the airport).

In the extreme northern part of the municipality lies the ski center Krvavec, which, according to the

Strategy of the Construction of Cableways Systems in the Republic of Slovenia, taking into account,

above all, natural features, is considered the first (most promising) group of ski lifts in the country.

The current local energy concept of the municipality (LEK) includes measures about the ways of future

energy supply and use and for the efficient use of energy.

Policy in the transport sector in the municipality directs the development of this sector to the path of

sustainable mobility by promoting effective private and public transport, hiking and cycling. The

general measure that follows this direction is to support free parking spaces for electric vehicles in the


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field of e-mobility. In addition, a general measure to encourage the spread of alternative fuel vehicles is

supported by the introduction of new technologies through the introduction of buses to alternative fuels

(e.g. biodiesel, LPG, etc.). Currently, two public gas vehicles are in use.

Every project in the field of transport should be accompanied by promotional activities that bring traffic

from energy and the environment closer to people.

3.2.6.4 Gorje

Municipality of Gorje measures 116km² and has 2830 residents (SURS, 2016). The neighbouring

municipalities are Bled, Jesenice, Kranjska Gora. The municipality lies on the elevated terrain, 562,2 m

above the sea level. The municipality is connected to other areas with three main roads, one coming

from the highway Jesenice and the other two from Bohinj and Bled.

Partially the area of the municipality is under Triglav national park, it has an area for skiing and ski

cross country running in winter and in it is visited for the activities in the nature and for the natural

heritage. For the mentioned reason there is a traffic load due to tourism, reaching peaks in tourism

seasons. Traffic is hindered because some roads and public roads are too narrow; whereas national roads

are not satisfactorily maintained; there is a lack of parking spaces. Through the village core, a state road

is very busy, but the construction of a bypass is beyond the competence of the municipality. The

municipality has in September 2018, set the table for measuring traffic and speed and marked pedestrian

path to increase road safety.

The economy is based on wood industry, smaller farms, tourism, production and other business. The

roads are therefore burdened with fright traffic. There is no rail connecting the municipality with other

areas. The public transport is limited to bus. Most people use personal car. Every second person in the

municipality had in 2016 a car (54 cars per 100 inhabitants); which was on average 10 years old. In the

field of transport the emphasis of municipal measures are to reduce car traffic and to develop sustainable

and efficient long-distance transport. The municipality supports public road transport on alternative

fuels and e-mobility with free parking spaces for e-cars.

Among persons aged 15-64 (i.e. working age population), approximately 62% are employed or self-

employed persons (i.e. persons in employment), which is more than the Slovenian average (60%) (2016,

SURS). Daily migrations apply to work and educational purposes to the neighbouring municipalities and

Ljubljana. Most residents work outside municipality.

The population is aging and the aging index is higher than the average for Slovenia.

3.2.6.5 Gorenja vas – Poljane

The total area of the municipality is 153.3 km². Poljanska valley on the south side is surrounded by

Polhov Gradec hills, on the north side Škofjeloška hilly area and on the western side hilly area of

Cerkljansko. Settlements lie mostly in the valley, and mountain hutches and lonely farms sometimes

reach over 1000 m above sea level. The geographical position does not favour any main road or rail

connections to the other parts of Slovenia. The municipality has poor traffic connections to main roads


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and the same goes for bus connections within the area - difficult mobility across the area, with road

freight congestion.

The municipality has in the year 2018, 7541 residents. The natality rate is positive, however more

people moved out than moved into the municipality. It is one of the rare municipalities where population

is not aging and the average age is less than the Slovenian average.

Among persons aged 15-64 (i.e. working age population), approximately 65% were employed or self-

employed persons (i.e. persons in employment), which is more than the Slovenian average (60%) (2016,

SURS). Economically municipality puts emphasis on tourism sector in cooperation with the

neighbouring municipalities (Škofja Loka, Žiri and Železniki). The aim is to attract more daily visitors

and tourists to the area and increase the average night stays. This is connected to traffic flows. Therefor

the road connections need to be improved, since the railway stops in Škofja Loka.

In 2016 every second person in the municipality had a car (55 cars per 100 inhabitants); which was on

average 11 years old. The municipality is investing in the road infrastructure, especially in the

maintenance and road safety. In 2017 they have planned new bus station and build new small parking

lot. However the traffic is based predominately on the personal vehicles. Public transport is based on

public bus and school buses for children.

3.2.6.6 Jezersko

Municipality of Jezersko measures 68.8 km2 and has 650 residents. In the west it borders on the Tržič

municipality, in the south to the municipality of Preddvor, in the south-east to the Kamnik municipality

and the municipality of Solčava, and in the north and east to the Republic of Austria. The municipality

has two settlements, the Upper and Lower Jezersko. The municipality has 12,8 km of national road (R1

Preddvor - Zg. Jezersko), which leads through the narrow valley of Kokra and Jezernica to Zg. Jezerski

and further to Jezerski vrh on the border with Austria and represents the main traffic connection of the

municipality. Jezersko is 27 km away from the Kranj - Ljubljana motorway, or to say otherwise, there is

33 minutes drive. The motorway on the Austrian side is 46 km away, which means 51 minutes drive.

The terrain is mountainous. There are 2 settlements, other houses are scattered across the area. The

natality rate is negative; however the population is aging slower than the Slovenian average.

The economy is based on tourism and farming. In 2015 there were approximately 60% of employed or

self-employed persons (i.e. persons in employment) among persons aged 15-64 (i.e., working age

population), which is more than the Slovenian average (58%). Most of the residents daily migrate to

work to other municipalities. Daily travel of the residents several times per day is also connected to

daily errands, like going to a shopping center, attending high school or for acquiring higher education,

taking children to music school, going to the pharmacy etc. Bus connections with Kranj are available 3x

daily for work and additional 4x school hours, on Sundays there is no public transport. Poor public

transport connections with the Brnik and Klagenfurt airports and with the major urban centers accessible

by rail are a limiting factor for the development of sustainable tourism, which the municipality

recognizes as an area with a high development potential.

In 2015 every second person in the municipality had a car (57 cars per 100 inhabitants); which was on

average 10 years old. Promoting sustainable mobility aims to increase people's awareness and promote


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the use of public transport, the use of bicycles and walking, and the gradual introduction of electric

vehicles into municipal fleets.

3.2.6.7 Jesenice

The Municipality of Jesenice has an excellent traffic geographical location with state and international

companies, developed industry, trade and various administrative, educational sectors. Jesenice is

densely populated municipality. The dependence on motor transport increases the need for road

infrastructure and endangers the "weaker" road users, while also facing poor infrastructure of public

passenger transport, unregulated and dangerous cycling and footpaths. Additionally, accessibility is

often limited due to liner barriers, such as railways, the Sava River and the motorway.21

The sociodemographic image is negative. From 2002 to 2016 the number of inhabitants decreased by

approx. 5%. Despite the positive natural increase, employment is declining, especially highly educated

people are moving away. The number of older people over 65 is increasing.

The city of Jesenice and the larger settlements are just beside the A2 motorway, the Karavanke-Obrežje

tunnel and the Jesenice-Ljubljana and Jesenice- Nova Gorica railway lines. Because of the city itself, the

road network is relatively inefficient. Most of the main connections take place in the East-West

direction, while there are less cross-line, North-South, links. The result is a longer travel time and the

associated costs and increased emissions.22

From 2002 to 2015 the trend of rising travel distances and the motorization rate increased from 376 to

459 vehicles per 1,000 inhabitants. The motorization rate is below the Slovenian average (523 vehicles

per 1000 inhabitants). There is a pronounced driving culture among the people. Travel habits survey

shows that most daily trips are done by car, 76% of trips to work or school, 63% of trips for running

errands. Public transport is uncompetitive. 80% of inhabitants do not use public transportation or they

use it once per year. Smaller settlements have almost no alternative to the car use. The bus connections

are insufficient, mostly used for the transport to school, for other uses inconvenient. Rail transport lacks

accompanying infrastructure and the traveling time is longer as per car travel. Bicycle infrastructure is

insufficient and in some cases dangerous. Bike sharing system is being established; however the bikes

are not appropriate for the dynamic terrain.23

There are an insufficient number of parking spaces in front of multi residential buildings and public

parking areas. Dimensions of old parking garages do not correspond to present size of vehicles and thus

hindering their usability.

3.2.6.8 Kranjska Gora

The municipality of Kranjska Gora lies in the north-west of Slovenia, on the border with Austria and

Italy, at the foot of the Julian Alps and Karavanke, in the narrower area of the Triglav National Park.

21 SUMP Jesenice 22 22SUMP Jesenice


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Kranjska Gora is the municipal center and the largest place of the Upper Sava Valley. It is also a

mountain tourist destination and an important, world-famous winter sports center. Tourism traffic peaks

are characteristic for tourist seasons. Kranjska Gora is one of the strongest municipalities in terms of

tourism, especially in winter.

Municipality measures 256.30 km2 and had in 2016, 5.289 residents, of which 28.34% were employed.

Number of persons in employment (per domicile) was in 2016, 2.046 people. The main economic sector

is tourism and wood industry, small farms and business sector. Natality rate has been negative. The

number of vehicles was for the same year 2.858.

In terms of connectivity to other municipality in a maximum of half an hour drive one can reach the

motorway in Italy (Tarvisio), Austria (Villach) or Slovenia (Karavanken tunnel). The nearest train

station is Jesenice, 20 km away, from/to where there is a bus connection. Ljubljana airport is less than

an hour's drive away. Even though there is a public bus transport, the predominant mode of transport is

by car.

Municipality is supporting sustainable mobility, cycling and walking. In terms of e-mobility some

actions for setting up E-CS were taken.

3.2.6.9 Kranj

Kranj municipality is well integrated into regional traffic flows, having good location and providing

good logistical conditions for the economy. The massive use of diversified road network brings with it

certain negative effects on the quality of life. Strong traffic flows by labour migration, economic activity

and tourism development, create the need for investment in road infrastructure. Since the development

of most activities in relation to existing travel habits is linked to road transport, in the future, with no

more radical changes, one can expect the cost increase for infrastructure and environmental impacts.

Pedestrians and cyclists do not have adequate infrastructure (narrow sidewalks, small bicycle surfaces)

and competitive public transport services.

The number of people over 65 years of age is increasing. The consequences of the age structure change

will reflect in the changed mobility habits of the inhabitants. The need for adaptation of the existing

infrastructure for the elderly population will increase.

From 2000-2015, the number of daily migration to work by citizens increased significantly. In 2000,

66% of the population went to work within the municipality, in 2015 only 49.7% of them remained.

Half of the employees travel to work outside the municipality, generating strong traffic flows and raising

the need to maintain road infrastructure. On average, the household cost for a car purchase and

maintenance is 400 euros a month. Municipality encourages local employment and provides alternatives

to car use for the purpose of getting to work.

Residents of smaller towns have very few alternatives to car transportation. Bus stops are poorly

equipped in some places, and the frequency is not satisfactory for most residents. In smaller towns, the

bus is mainly used by school-age children, and the rest do not see it as a suitable alternative. Only 3% of

the inhabitants use the daily long-distance bus. For cycling, safety conditions outside the settlements are

inadequate and there are few connections, cycling from small settlements towards Kranj is rare.


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The Municipality will repair the worn-out roads, together with the external experts establish a car

sharing system, establish P + R system and build other necessary parking spaces.

For the implementation of public services, the Municipality will buy environmentally friendly vehicles

and with the external experts, will provide for the expansion of the network of electric e-charging

stations.

3.2.6.10 Naklo

The surface of Municipality Naklo is 28km2 and has approximately 5.300 residents (SURS, 2014). The

area is connected to the Slovenian motorway cross in the direction of the Ljubljana-Tunnel of the

Karavanke A2, which represents one of the main traffic roads from the northern part of the continent

and one of the main touristic traffic connections in Europe (E 651). In parallel with the highway, a

regional road connects the area with Kranj, Tržič and Radovljica. The area is connected via Kranj to the

Slovenian international rail network. The area of the municipality is connected to the central state airport

- Jože Pučnik Airport Ljubljana with the highway and the regional road (15-20 minutes accessibility).

There is no rail passenger transport in the municipality. Bus transport is transit, carried out by the

company Integral Jesenice and Alpetour Kranj. School transport is organized in the area of the

municipality.

The natality rate was in the year 2014 negative; however the number of people moving into the

municipality was higher than the number of people moving out. The average age is lower than the

Slovenian average. Among persons aged 15-64 (i.e. working age population), approximately 59% were

employed or self-employed persons (i.e. persons in employment), which is more than the Slovenian

average (57%). Economy is based on different kinds of industry and production (metal works, concrete

products, office and shop furniture, wood works …) and business.

Almost every other resident in the municipality had a car (56 cars per 100 people); which was in average

9 years old. (SURS, 2018). In the municipality of Naklo there are 81.7 km of roads, of which 25.2 km

are national roads (regional categories) and 56.5 km of municipal roads. In the municipality of Naklo

there are 9 countable traffic points on the state road. The reason for daily migrations is in average

connected with work and education. Personal car use is predominant, since it enables flexible and fast

transport anytime and anywhere to other parts of Slovenia.

3.2.6.11 Preddvor

The share of transport accounts for almost 40% of total consumption at the level of final energy

consumption in Slovenia. Most of this energy is imported by Slovenia, with an annual cost of over 1

billion euros. With the gradual introduction of e-mobility that would exploit locally produced electricity

as a primary energy source, this money could remain in Slovenia, while helping to make more efficient

use of energy, as well as a substantial reduction in CO2 emissions.


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The municipality of Preddvor measures 87 km2 and has 3619 (2018) residents. The average age of the

residents was in 2014, 42.724 years. The population density is lower than the Slovenian average. The

birth rate is negative; however people do move to Preddvor municipality. Almost every other person in

the municipality had a car in 2014 (54 cars per 100 inhabitants). Migrations to work outside the

municipality are related to most of the working population. Municipality promotes sustainable mobility

and optimization of motor transport, and therefore successfully applied for the Eco Fund tender for the

purchase of the e-charging station for electric vehicles. With the installation of an electric charging

station in the center of Preddvor one of the many sustainable mobility measures that are enshrined in an

integrated transport strategy is fulfilled. The money for the purchase and installation of the charging

station is also financed by the Eco Fund.

Installation of the second electric charging station and free charging encourages citizens and other

potential users to invest in vehicles and space for charging electric cars that will soon be more numerous

on Slovenian roads.

The Municipality of Preddvor is planning indicative projects and activities among which address the

following activities for electric mobility: the purchase of electric vehicles for the needs of primary

schools, fieldworkers of municipalities and societies (possibility of sharing for transportation of children

and elderly people); arranging electric charging stations with parking lots in the center of the Preddvor

and at the gas station; accelerated use of existing electric bicycles (TIC) among citizens.

3.2.6.12 Radovljica

Municipality of Radovljica is well integrated into transport systems, which enable the population to

have good mobility and access to key markets for the economy. Due to the high level of motorization,

the need for investment in road infrastructure is high, but often the needs of the remaining road users

who are experiencing poor public transport infrastructure and dangerous cycling routes and footpaths

are often neglected.

Between 2002 and 2016, the number of inhabitants increased by 3%. Most of the new inhabitants moved

to the city of Radovljica, where the number increased by four percent in the last eight years. The age

structure of the municipality since 2001 indicates aging of population. In the last 15 years the average

age of the population increased by four years. The consequences aging population will begin to be

reflected in the changed mobility habits of the inhabitants. There will also be increased needs for

adaptation of the infrastructure for the elderly population.

15% more workers migrate to work to other municipalities than they come to Radovljica to work from

other municipalities, which means negative economic and environmental consequences. Employees do

longer routes, which cause more discharges with vehicles, but at the same time, lots of time is lost. Most

of the work migrations, 77%, are done by car.

The use of motor vehicles has increased significantly over the past 15 years. This is shown by data on

the motorization rate in the municipality of Radovljica, which climbed from 444 in 2001 to 527 vehicles

per thousand inhabitants in 2015. The figures show an above average number of vehicle owners

24 SURS, found 2. 10. 2018 on https://www.stat.si/obcine/sl/2014/Municip/Index/128


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compared to the Slovenian average (523 vehicles per thousand inhabitants). Driving by car is the

dominant mode of transport.

Measures in the field of e-mobility will include spatial planning based on comprehensive environmental,

spatial and economic analyses, with regard to the establishment or upgrading of infrastructure for

introducing mobility to alternative fuels, promoting the introduction of public transport means to

alternative fuels, multimodal connectivity (new e-car modes - car sharing - the introduction of rental of

electric cars for local and long distance connections), intelligent alternative mobility management

solutions (mobile applications for smart sites, information websites, placement, E-CS or other in

interoperable and roaming systems, etc.).

3.2.6.13 Šenčur

Municipality of Šenčur measures 40,3km2 and is known for its business zones and the proximity to the

National airport.

In Šenčur the number of inhabitants is 8592 (2018, SURS) and is growing faster than average number of

inhabitants in Slovenia. The total population increase positive. The number of the youngest is higher

than the number of the oldest, which is a feature of only a few Slovenian municipalities. By increasing

the number of young people can be expected to increase the need for quality and safe urban areas and

areas that will be intended only for pedestrians and cyclists.

The economy is based on farming, tourism and business sector. Most of the working population drives

to work in the neighbouring city municipality Kranj.

In Šenčur they are several publically available E-CS stations set up. The establishment of the P + R

system in connection with bus lines to Ljubljana and in the vicinity of connections to the AC for the

purpose of switching between different travel modes, for the needs of travel and for the needs of major

events is planned untill 2021. Another innovative public service that they are planning to establish is a

drive-by-call system for older and less mobile citizens and for people without their own car. It’ll be a

public taxi service.

With the introduction of the car sharing station and the electric bike rental system, sustainable mobility

also results in more distant destinations. All mobility networks will be designed to allow intermodality.

The citizens will combine a system of different transports without any effort. Thus, this scenario

represents the most complex approach to sustainable mobility. All foreseen measures are intensively

promoted by major stakeholders.

3.2.6.14 Škofja Loka

The inhabitants living in the Municipality of Škofja Loka make the largest share of their daily journey

by a passenger car, in which the users are mostly transported by themselves. A passenger car is also

used when the routs are short and could be made on foot or by bicycle. The motorization rate, which in

the municipality amounts to 522 passenger cars per 1000 inhabitants, has an impact on the use of

passenger cars.


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Škofja Loka municipality has about 23,000 inhabitants (approximately 11,300 men and 11,700 women).

The average age of citizens is 41.6 years. It is lower than the average age of the population of Slovenia

(43.0 years) and is rising faster than the average in Slovenia. It is expected that in the next twenty years,

the population of the Škofja Loka municipality, older than 65, will increase by almost 50%. In 2015, the

number of live births was higher than the number of deaths. The natural increase per 1,000 people in the

municipality was therefore positive this year, amounting to 3.0 (in Slovenia 0.4). The number of those

who moved out of this municipality was higher than the number of those who immigrated to it. The net

migration per 1,000 inhabitants in the municipality was therefore negative, amounting to -2.4. The sum

of the natural and the net migration per 1,000 inhabitants in the municipality was positive, amounting to

0.6 (the same as in Slovenia). Due to demographic changes, especially the aging of society, the mobility

habits and needs for mobility will also change.

Support for greater use of more environmentally friendly vehicles is shown in set-up of an e-charging

station. The expansion of the network of electric charging stations and gas filling stations will be carried

out with commercial providers.

Gradually, the fleet of municipal administration will be replaced by vehicles on more environmentally

friendly sources. At the same time, other companies and public institutions in the municipality will be

encouraged to follow the moves of the municipal administration.

A parking policy that will allow for more favourable and more affordable parking of alternative-vehicle

vehicles will encourage the replacement of vehicles on fossil fuels and the hiring and sharing of

alternative-powered vehicles.

The use of a car and other forms of motorized traffic is important and in many cases indispensable, an

optimal form of mobility, especially where other forms of mobility is not effective or is impracticable.

3.2.6.15 Tržič

In 2015, according to Eurostat data, Slovenia reached the ninth place in the European Union in the

motorization stage. Expenditure of the average household in Slovenia for personal mobility ranks us

first, in front of all EU members. Similarly in the municipality of Tržič: almost every household is

heavily dependent on a car, in some places two or even three.

GHG emissions from transport in Slovenia increased by 166% by 1986 compared to 1986. Also in the

EU, GHG emissions from the market greatly exceed growth; in the period 1990-2014 they increased by

13% (in Slovenia at that time by almost 97%). The main source of TGP is mostly road transport, which

contributes as much as 99% of all TGP emissions. The share of traffic discharges in total TGP emissions

(32.5% in 2014). (ARSO, 2018)25

Tržič with 517 vehicles per 1000 inhabitants is a highly motorized municipality, which requires a high

degree of diversification of the road network. The municipality is well provided with the road system

and has a good access to the municipality along with roads on the state level and an effective transit

25 http://kazalci.arso.gov.si/?data=group&group_id=4


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through the municipality. The problem is the tightening of the road network in the immediate city center

and the dependence of settlements in the north from a single road connection.

Depending on the demanding topography of the municipality, a local accessibility is appropriate. With

the main and regional roads, the municipality is well connected to the neighbouring municipalities and

to the road network of the Republic of Austria.

The automobile regularly uses as many as 89% of the citizens (of which 72% are in the role of driver).

The use of a car is somewhat less regular among older people - half of the respondents (50%) questioned

among people over 60 years of age (almost every day), while among schoolchildren (58%), the

unemployed (50%) and pensioners 48%). The frequency of using a car is increasing with the level of

education, so 81% of those with higher or higher education are driving by car every day (as drivers).

Figure 11: Contribution of the transport sector to total emissions of the main air pollutants in Europe

Source: European Environment Agency, published on the 5th Dec. 201726

3.2.6.16 Železniki

The Municipality of Železniki faces challenges regarding traffic: diffused settlement structure, the high

level of the terrain and travel habits associated with the place of employment or education.

In the area of the municipality of Železniki only bus transport was developed in the field of public

passenger transport. The highest frequency of bus routes is due to the economic and administrative

attachment on the Železniki-Škofja Loka route. The users emphasized the lack of bus transfers on the

mentioned route in the morning (the beginning of work). Inappropriate bus timetable is also reflected on

weekends. The absence of bus arrivals does not meet the needs of citizens for public transport. Result is

an increased use of passenger cars for daily migrations.

Regional road R2-403 is the most important traffic connection in the municipality for residents of the

municipality and transit traffic. On some sections of the mentioned road, the average annual daily traffic

is over 5,000 vehicles.

26 https://eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants-8/transport-emissions-of-air-

pollutants-5


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82% of respondents replied that they use a car from all modes of transport. Daily traffic flows in the area

of the municipality are mostly directed towards Škofja Loka as a major employment, administrative and

service center. 92% of the working population works outside the municipality of Železniki in most cases

in larger centers, such as Škofja Loka, Kranj or Ljubljana. 76% of those employed in the municipality of

Železniki (without the citizens of Železniki), they drive to work from the aforementioned towns. This

shows the concentration of traffic in the time of arrivals and departures on the traffic axis in the

direction towards Škofja Loka. As the main two reasons for using the car as a transport mode, the speed

and practicality were determined after the survey was carried out.

In addition to the necessary infrastructure, bus service tailored to the elderly, "transport on call" is an

important solution. It would allow access to the center of the municipality and other settlements for less

mobile residents of distant settlements, to which it is not economically justified to establish new bus

lines. Daily traffic through the segment is burdened by local traffic, and due to production areas, the

segment is burdened by heavy freight. One of the main challenges in the municipality is the limited

development of road infrastructure due to difficult access and distance from the main national road

transport axes. The Municipality plans investing less in the road infrastructure related to the personal car

use.

3.2.6.17 Žiri

Municipality Žiri lies in the western part of Slovenia, with the surface of 49,2 km2 with approximately

4.850 residents. The Municipality of Žiri is surrounded by the municipalities of Gorenja vas - Poljane,

Cerkno, Idrija and Logatec. The natality rate is positive; however the number of people that moved out

of the municipality is higher than the number of people moving in. The average age of the residents is

lower than the Slovenian one. Among persons aged 15-64 (i.e. working age population), about 69%

were employed or self-employed persons (i.e. persons in employment), which is more than the

Slovenian average (60%) (SURS, 2016).

Most areas of the municipality are covered with forest land (62.6% of the area of the municipality),

followed by agricultural land (32.1%). The economy is based on manufacturing industry, like

shoemaking and industrial liquid production, window production and innovative development, then

printing, commerce and similar. In tourism sector the municipality aims to connect with neighbouring

municipalities to develop, promote and market tourism services.

Every second person in the municipality had a car (54 cars per 100 inhabitants); which was on average

11 years old. (SURS, 2016) The regional roads R2 Logatec - Žiri, R2 Žiri - Trebija and R3 Pečnik - Jury

run through the territory of the municipality. The predominant choice of transport is personal car. Public

passenger transport includes regular bus connections with Škofja Loka and Idrija, connections to

Ljubljana (via Škofja Loka and Logatec), school bus to Idrija, connection with Smreč and bus service

leading to Vrsnik. In the area of the town of Žiri and Selo, intermediate bus stops are arranged at

distances of approximately 400 m. In the urban area, the development of non-motorized traffic, such as

cycling and walking, is promoted. The municipality aims at establishing a supportive environment for

sustainable mobility.


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3.2.6.18 Žirovnica

The Žirovnica municipality lies in the northeastern part of Gorenjska, on the northern edge of the

Ljubljana basin. In the north, the area is limited by the state border between Slovenia and Austria; in the

east it borders on the municipalities of Radovljica and Tržič, in the west to Jesenice, and in the south to

the municipality of Bled. The area of the municipality is 42,39km2 large. The number of residents in

2016 came to a count of 4.360 people. The natality rate is positive; however more people moved out of

than into the municipality. The average age of the population has been higher than the Slovenian

average.

Among persons aged 15-64 (i.e. working age population), approximately 64% were employed or self-

employed persons (i.e. persons in employment), which is more than the Slovenian average (60%). Every

second person in the municipality had a car (56 cars per 100 inhabitants); which was on average 9 years

old. (SURS, 2016) The municipal economy is based on industry and business and in low percentage on

farming. Farming in nowadays connected to tourism. People are daily commuting to work to other

municipalities, like Jesenice, Kranj or Ljubljana.

In regard to traffic flows all settlements in the municipality are well connected with the transport

network and the highway. The major problem is caused by narrow sections of village cores through

which the main roads lead (e.g. Vrba, Breznica, Smokuč...). At peak times and special occasions (e.g.

the holiday in Vrbja) the traffic is thickened, it is difficult to meet with buses and agricultural machinery

..., the safety of pedestrians and cyclists is compromised. At the same time, the dense traffic through

settlements makes it impossible to arrange and establish a traditional village cemetery / market,

threatens the old farm houses - heritage and lowers the quality of life of people living along the roads.

As a result of this, it is essential to seriously deal with the regulation of traffic within settlements in the

future. More attention will need to be devoted to a more comprehensive and sustainable planning of a

diverse mobility of citizens (auto - train - wheel - speed). (OPR Žirovnica, novelacija, 2014)

3.2.7 Circulating vehicles

Table 5: The number of vehicles in 2017 by type and municipality:

Ty

p o

f veh

icle

Bled

Boh

inj

Cerk

lje na G

oren

jskem

Go

renja v

as - Poljan

e

Go

rje

Jesenice

Jezersko

Kran

j

Kran

jska G

ora

Nak

lo

Pred

dv

or

Rad

ovljica

Šen

čur

Ško

fja Lok

a

Tržič

železnik

i

Žiri

Žiro

vnica

Motor v.

total

57

02

37

24

63

24

57

45

21

70

11

626

46

6

36

648

38

09

41

01

25

16

13

059

69

41

15

060

10

006

46

58

35

66

32

13


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Personal

motor v.

44

64

27

37

45

13

41

95

15

43

99

72

37

6

29

83

3

28

97

30

24

19

64

10

21

9

51

32

12

11

4

79

76

36

06

26

37

25

01

Special

passenger

cars

29

14

43

25

14

60

4

35

0

19

30

17

10

0

46

98

91

14

21

23

Buses 1

4

13

21

0

0

0

20

1

12

0

0

4

2

9

9

7

25

0

Freight

motor

vehicles

30

0

20

1

54

7

37

5

10

1

62

8

27

26

57

17

2

39

3

14

6

72

8

68

8

10

54

56

1

25

2

25

0

10

6

Trucks 21

3

14

5

41

0

28

6

73

45

7

16

19

11

11

3

24

2

11

8

53

0

41

6

76

7

37

4

15

4

19

8

86

Working

motor

vehicles

38 24 45 38 16 47 2 202 25 12 11 56 47 72 40 28 22 6

Tugs 27 6 67 18 4 78 4 374 9 105 12 85 195 133 25 32 5 6

Other* 684

735

1404

1089

382

875

74

4125

604

1013

422

1531

2028

2018

1070

872

498

323

Source: SURS, 2018

*Other: special trucks, tractors, trailers, cargo trailers, semi-trailers, dwelling trailers, tractor trailers

For each category of vehicles there is a standardisation of the emission class. For Personal motor

vehicles we have 7 classes, so called EURO class, therefore EURO 0 to EURO 6. Since EURO5 is still

more focus to emission of the hard particles, where the filters for the hard particles became practically

standard equipment, the EURO 6 is focusing on NOx. The Euro 6 has introduced a 50% reduction in

NOx, as the limit on the kilometres traveled is now only 80 milligrams. So far, it has been thought that

the most advanced cars per kilometre could release 180 milligrams. The EURO 0 category includes

vehicles that were first registered before 1 October 1994.

The category or class EURO goes for light vehicle (personal, cars), heavy vehicles (e.g. fright vehicles

and others), working vehicles (e.g. tractors) and two and three-wheel motor vehicles.

The below tables disclose pollution of light motor vehicles.

Table 6: Average measures of emissions by euro standard, personal vehicles (HBEFA methodology)

Euro standard/polutant CO (g/km) HC (g/km) NOx (g/km) PM (g/km)

Euro-0, Euro 1 4,25986 0,47832 1,00478 0,07741

Euro-2 1,17803 0,07121 0,63566 0,05070

Euro-3 0,70625 0,02489 0,47964 0,02174

Euro-4 0,33426 0,01059 0,36165 0,02259

Euro-5 0,27315 0,01039 0,35883 0,00179


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In average 1 vehicle of standard Euro 0/Euro 1 causes the same quantity of emission as 27 vehicles of

standard Euro 5;16 vehicles of standard Euro 4; 7,7 vehicles of standard Euro 2; 3,4 vehicles of standard

euro 2. (Marko Čelan, univ. dipl. inž. prom.)27

For the circulation of vehicles in Gorenjska or Slovenia the Ministry of Infrastructure provides the

following data:

Figure 12: Map, Traffic load 2016, area of Gorenjska

Source28: Ministry of Infrastructure, 2018

However due to the monitoring of air quality, Gorenjska region is one of the regions with the cleanest

air, except for some critical areas and season peaks by emission class.

Figure 13: Map, Overview of counting points 2016, area of Gorenjska

Source: Ministry of Infrastructure, 2018

27 Vehicle emission data according to the HBEFA methodology, www.maribor.si/dokument.aspx?id=18112 found on the

web 10.8.2018 28 Found on the web, 1. 10. 2018: http://www.di.gov.si/si/delovna_podrocja_in_podatki/ceste_in_promet/podatki_o_prometu/

http://www.maribor.si/dokument.aspx?id=18112


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3.2.8 Energy: Production of electricity, renewable, non-renewable and electric balance

The electricity provider for Gorenjska region is the Group Gorenjske Elektrarne (Group). In the

consolidated yearly report 2017 the following data are provided.

In 2017 the Group distributed 1,103 GWh (1,103,725 MWh) of electric energy, 3.3% more than in 2016.

In 2016 the group distributed 1,068,347 MWh and in 2015 1,042,193 MWh. In 2017 the Group

generated 52,099 MWh, 7.9% less than in 2016 (57,681 MWh) and in 2015 50,608 MWh. The

difference from the generated and distributed electrical energy comes from other electrical plants in

other regions.

Figure 14: Areas of operation electro distributing

companies in Slovenia.

Source: Gorenjske Elektrarne Group, Annual report 2017

The reason for reduced generation of electrical energy is in the lesser quantity of water flow through

hydro plants. The production of electricity comes from 15 owned and 1 operated hydro plant, 17 solar

plants from the end of 2017 also photovoltaic plants in Gorenjska region, 1 leased solar plant in Maribor

(Štajerska region) and 1 solar plant in Nova Gorica. Beside that in five cogenerations there is produced

heat and electricity in high-efficiency cogeneration. The company Gorenjska elektrarna uses renewable

energy sources: both water sources (hydroelectric power plants) as well as solar energy (solar power

plants) and natural gas (cogeneration).

While production of energy by hydro plants depends of the quantity of water descending from higher to

lower altitude, the energy produced by solar, photovoltaic panels depends on the level of the sun

illumination.

Co-generation of electric and thermal energy is the simultaneous production of electricity and heat. It

represents a method of converting fuel energy into electricity, where the predominant part of heat, which

is produced as a by-product, is used advantageously. Different technologies allow the use of different

fuels with different efficiencies. All technologies, however, are a common, more efficient process of

energy conversion due to the useful use of heat, as it is present in conventional thermal power plants.

The advantages of generating electricity in this way are primarily in the efficient conversion of fuel

energy into useful heat and electricity. However, this method reduces dependence on existing methods

of generating electricity.

The share of energy production by means of production is:

- 34.6% by Co-generation of electric and thermal energy

- 57.4% by hydro plants

- 8% photovoltaic


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In 2017, 340.181 MWh of electricity was distributed to household customers within the network of

Elektro Gorenjska, which is 1.8% more than in 2016 (334.300 MWh). However, 763,544 MWh of

electricity were distributed to business customers within the company's network, which is 4.0% more

than in 2016 (734,047 MWh).

Figure 15: The maximum peak demands over the years of 2015 to 2017 are shown in the following

figure:

Source: Gorenjske Elektrarne Group, Annual report 2017

The read line represents the highest peak demand.

The quality of electricity supply includes:

■ Power continuity,

■ Voltage quality and

■ Commercial quality or service quality that the company offers to network users.

These three parameters define the balance, stability of the electricity distribution quality.

Power continuity can be disrupted by short term or long term discontinuities – interruptions. These

interruptions may be predicted or random.

Unplanned long-term interruptions by type of network in 2017:

System Average Interruption Frequency Index (SAIFI), in total:

- For the own interruptions 0,667

- For the foreign 0,224

- For natural causes 0,285

For all the three causes combined the SAIFI was 1,177.

System average Interruption Duration Index (SAIDI), in total:




For all three combined the index was 46,699.

Customer Average Interruption Frequency Index (CAIFI), in total:


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Customer Average Interruption Duration Index (CAIDI), in total:





Table 7: Planned long-term interruptions in 2017:

SAIFI SAIDI CAIFI CAIDI

Total city 0,056 7,959 0,297 141,503

Together mixed 0,055 10,914 0,292 197,648

Together rural 0,133 18,934 0,704 142,314

Total 0,245 37,807 1,293 154,624 Source: Gorenjske Elektrarne Group, Annual report 2017

Average number of all short-term interruptions in 2017 is 4.4.- Momentary Average Interruption

Frequency Index (MAIFI).

The cause of the non-compliant voltage conditions is a flicker that is transmitted from the 110 kV

transmission network and extends to lower voltage levels. Other parameters were in the year 2017

throughout the measurement in accordance with the requirements of the SIST EN 50160 standard. In the

year under review, we received thirteen official complaints about the state of voltage quality at the low

voltage level. Five of them proved to be justified.

Conformity of the voltage quality parameters according to the SIST EN 50160 standard at the high

voltage level for 2017: the monitoring time was 50 weeks simultaneously at 8 different locations on the

110 kV. There were no derogations, there were in average 41.5 flickers, in average 100.37 power drops

and in average 32 power increases.

The Group estimates that the state of voltage quality in the Elektra Gorenjska region is good and that the

company, by building and maintaining the communication and measuring infrastructure at the low

voltage level, still improves the process of identifying and eliminating inadequate voltage conditions.

Commercial quality:

For most of the commercial quality parameters for 2017, the Group finds that the achieved average

values of indicators are significantly better than the limit values of the minimum quality standards. For

the parameter Average time needed to eliminate the meter failure, the share of services performed above

the threshold value (15%) refers to faults that the distributer detected by himself without receiving a

complaint from the user. The quality of the network also relates to the share of network losses, which

decreases from year to year. In 2015, the share of losses on electricity transferred was 4.65% and in

2016 it decreased to 4.58%, while in 2017 it was 4.31%.


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3.2.9 Air Quality

Air quality in Gorenjska region is measured on 2 locations, in the municipality of Kranj and Škofja

Loka. In Kranj there is a standard measuring point, whereas in Škofja Loka the testing measurements of

the air quality were done 3 times, once in 2007 and another time in 2012 and the third time in 2018,

from January till April, with temporary measuring stations at different locations. The devices measure

dust particles, nitrogen oxides, ozone and carbon monoxide in the air, noise levels, and temperature,

humidity and pressure from meteorological data. The measurements showed a higher air pollution in

winter when the limit values for PM10 particles were exceeded occasionally in ambient air, although the

exceedance was lower than the allowed 35 exceedances per year. Similarly, they were measured in the

measurement of ozone concentrations: average measured values during the measurement period do not

exceed the limit values, but the maximum measured hourly concentrations exceeded the threshold value

by 35 percent.29 In Škofja Loka it is known that the greatest air pollution is caused by traffic, solid fuels

and some major industrial plants, while the greatest threat to health is in winter particles in the air and in

the summer of the lower ozone.

The measurement in Kranj showed that the main reasons for air pollution are traffic and heating of the

buildings with fossil fuels and wood and the use of them in factories. In 2018 the concentration of PM10

particles has been exceeded in February 3 times and in March 7 times. For Kranj the measures were to

reduce air pollution was made by Government of the Republic of Slovenia in December 2013. The

measures were defined by long and short measures. The long term refer to investment projects tackling

different kinds of change in heating systems and measures that increase energy efficiency of buildings.

Short term measures refer to tackling the problem at the moment when the concentrations of air

pollutants increase and exceed the thresholds. These measures are:

- reduce the heating of residential and commercial premises where liquid or solid fuels are used as

energy products;

- use fuel to heat rooms that release lower particulate emissions if they have this possibility;

- use public transport;

- reduce the use of passenger cars;

-call upon the people not to carry out outdoor activities in which large quantities of particles are

released.30

Now the measurements on the air quality are also moved on Krvavec, which is in the Municipality of

Cerklje na Gorenjskem. The altitude enables to measure influences of pollutants that may derive from

the airport and all the neighbour municipalities like Šenčur and Kranj.

It has been noticed in 2012 that the city of Jesenice in the Municipality Jesenice also has a problem with

air quality because of the traffic and metallurgy industry, however no measurements are mentioned.

At the measuring locations across Slovenia the table for the year 2017 shows the following:

29 http://gorenjskiglas.si/article/20180305/C/180309906/1020/merijo-kakovost-zraka-in-hrup, 218, August 30 https://uradni-list.si/glasilo-uradni-list-rs/vsebina/2013-01-3945/odlok-o-nacrtu-za-kakovost-zraka-na-obmocju-mestne-

obcine-kranj. August 2018

http://gorenjskiglas.si/article/20180305/C/180309906/1020/merijo-kakovost-zraka-in-hrup

https://uradni-list.si/glasilo-uradni-list-rs/vsebina/2013-01-3945/odlok-o-nacrtu-za-kakovost-zraka-na-obmocju-mestne-obcine-kranj

https://uradni-list.si/glasilo-uradni-list-rs/vsebina/2013-01-3945/odlok-o-nacrtu-za-kakovost-zraka-na-obmocju-mestne-obcine-kranj


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Table 8: number of the no. of access of PM10 particles in the main SI measuring locations in 2017

Months /Location

Jan Feb Mar Apr May June July Aug Sep Oct Nov Dec Tot

LJ GR 17 10 3 0 0 0 0 0 0 0 1 8 39

MB* 20 13 2 0 0 0 0 0 0 0 0 0 35

Zagorje 21 12 4 0 0 0 0 0 0 0 0 9 46

Hrastnik 12 6 0 0 0 0 0 0 0 0 0 1 19

Trbovlje 15 9 4 0 0 0 0 0 2 0 1 8 39

NM* 22 9 0 0 0 0 0 0 0 0 0 2 33

Kranj 15 5 2 0 0 0 0 0 0 0 0 6 28

MS* 19 14 3 0 0 0 0 0 0 0 1 7 44

Iskrba 3 0 0 0 0 0 0 0 0 0 0 0 3

Žerjav 9 0 0 0 0 0 0 0 0 0 0 0 9

Celje 22 12 5 0 0 0 0 0 0 0 1 9 49

Velenje 13 5 1 0 0 0 0 0 0 0 0 0 19

NG* 6 5 2 0 0 0 0 0 0 4 4 3 24

Koper 4 4 2 0 0 0 0 0 0 4 1 3 18 Source: ARSO, 201831

*Abbreviations: MB – Maribor, NM – Novo Mesto, MS – Murska Sobota, NG – Nova Gorica

PM10 - particles with aerodynamic diameter below 10 μm

The 24 hour PM10 limit value for human protection of 50 μg / m3 may be exceeded no more than 35

times a calendar year.

Table 9: Exceeding the ozone warning limit values in 2017 Months /Location June July Aug Tot

LJ Bežigrad 3 3 6

NG 0 1 3 4

Koper 5 5

Trbovlje 4 4

Hrastnik 1 1

Otlica 13 2 15

Krvavec 0 1 1 Source: ARSO, 201832

The ozone alert value is 180 μg / m3 for the one-hour average.

In all other 5 measuring locations in Slovenia and all other months the ozone limit was not exceeded.

Besides ARSO (Agency of the Republic of Slovenia for the Environment) measuring values of PM10,

O3 the measurements are done also for SO2, CO and NO2, however the data are not given as in the

form above yearly but daily and by on-going months.

31 http://arso.gov.si/zrak/kakovost%20zraka/podatki/2017_PM10Preseganja.pdf 32 http://arso.gov.si/zrak/kakovost%20zraka/podatki/preseganja_1217slo.pdf


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In general the most polluted regions in terms of air quality are Osrednje-Slovenska, the capital of

Ljubljana and its area, Štajerska region, area around Maribor and Murska Sobota, area of Celje in

Savinjska region. In these areas the value of PM10 was in 2017 form 35.1 μg / m3 to 40 μg / m3 in

average. Gorenjska, in the same year had values of PM10 below 20 μg / m3 in average. However peaks

may be seen in the table no. 9 above.

3.2.10 Turism

Gorenjska region is almost entirely an Alpine region. The landscape is mountainous and its large part

belongs to the Triglav National Park, where there is also the highest Slovenian mountain Triglav (2864

m).

Important tourist areas in the Gorenjska region are:

Kranjska Gora in the Zgornjesavska Valley is attractive for visitors in the summer (alpinism, hiking,

biking, fishing ...), as well as winter (skiing, sledding).

Planica is an annual event of the World Cup final in ski jumping, as well as Pokljuka's sporting venue,

which year round hosts the best biathlons in the world.

Bled and Bohinj municipalities have lakes and nature that attract many.

Kranj, is popular for the famous poet France Prešern, Jože Plečnik, the most important Slovenian

architect, river Sava and other tourist sights.

Other important places are Škofja Loka, Radovljica, Brezje, Begunje, Vrba, Žirovnica and Tržič.33

Gorenjska region offers nature experience, adventures, sport activities, traditional and modern cuisine

and has a rich cultural heritage. It is also well positioned it terms of fast connectivity to Austria, Italy

and Ljubljana.

The map below shows the tourist more visited places in Gorenjska.

33 https://viaslovenia.com/sl/slovenija/gorenjska.html


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Figure 16: Tourist more visited places in Gorenjska, 2018

Source: ViaSlovenia.com

According to SURS (Statistical Office of the Republic of Slovenia), the modal split of foreign tourists in

2015 that came to Slovenia was as following:

- From Austria came 38678 by car in the main season, in April 14281, in May 19601 and

September 19562.

- From Italy came 77687 by car in the main season, in April 32005, in May 27215 and

September 20772.

- From Germany came 51857 by car the main season, in April 6958, in May 11786 and

September 13490.

- From other European countries came 206706 by car the main season, in April 28037, in May

29324, September 40034.

The total number of tourists by different means of transport in 2015 coming to Slovenia was in the main

season 610567, in April 141715, in May 175301 and September 186356. It means that 6,33% of

Austrians travelled to Slovenia by car in the main season, 12,72% of Italians, 8,49% from Germany and

33,85% from other European countries. April, May and September represent 10,62% of Austrian

tourists coming to Slovenia by car, 15,89% of Italians, 6,4% of Germans and 19,35% from other

European countries.

In 2017 4.948.080 tourists visited and used sleeping capacities in Slovenia. The number of domestic

tourists was 1.362.042 using sleeping capacities and foreign 3.586.038. In the main season arrived in

2015 in total to Slovenia by passenger vehicle 377.913 tourists. In the months of April, May and

September arrived 269.067 tourists in 2015. (SURS, 2018)


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Table 10: number of tourists arriving to Slovenia by country of origin in 2017

Austria 351435

Belgium 82007

Bulgaria 32327

Bosnia and Herzegovina 50342

Cyprus 1426

Czech Republic 117132

Montenegro 10818

Denmark 20037

Estonia 4308

Finland 19076

France 105134

Greece 11120

Croatia 175006

Ireland 14430

Iceland 3057

Italy 560332

Latvia 6197

Lithuania 6186

Luxembourg 3021

Hungary 124255

Macedonia 18387

Malta 5975

Germany 392562

Netherlands 131939

Norway 11608

Poland 93646

Portugal 10788

Romania 40869

Russian Federation 55508

Slovakia 44753

Serbia 112251

Spain 58399

Sweden 27598

Switzerland 55302

Turkey 29338

Ukraine 28485

United kingdom 129092


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Other European countries 22346

South Africa 3295

Other African countries 6012

Australia 36705

New Zealand 6532

Other countries and territories of Oceania 578

Israel 60350

Japan 31857

China (People's Republic) 64599

Korea (Republic) 149120

Other Asian countries 108294

Brazil 11661

Other countries of South and Central America 17174

Canada 21453

United States (USA) 101905

Other countries and territories of North America 11

Source: SURS, 2018

The number of Slovenians traveling in 2017 is 1.756.000.

In total there was 1.055.534 tourists, domestic and from abroad coming to Gorenjska region in 2017.

The most visited municipalities by domestic tourists were in 2017 Kranjska Gora, Bohinj and Bled. A

table of the most visited municipalities can be found in the Appendix no1.

Most arrivals and tourist overnight stays by country, municipality measurements were in Bled, Kranjska

Gora, Bohinj, Radovljica and Kranj. Data about Domestic arrivals and tourist overnight stays by:

country, municipality, measure, month may be found in the Appendix no2.

In 2017, Gorenjska was visited by 870.384 foreign tourists. The most tourists visiting Municipality of

Bled in 2017 were from Italy and Asian countries, excluding Korea and Japan.

Municipality Žiri had statistically no foreign tourists in 2017. More data on arrivals and tourist night

stays from abroad, in the year 2017, by municipality, country, measurement and month may be found in

the Appendix no3.

In total municipality Bled had in 2017 358,791 foreign tourists, municipality Bohinj 128,425,

municipality Cerklje na Gorenjskem 33,655 foreign tourists, municipality Gorenjja vas – Poljane 822

foreign tourists, Gorje 2,869, Jesenice 5,123, Jezersko 2,951 foreign tourists, Kranj 63,098 foreign

tourists, Kranjska Gora 151,704 foreign tourists, Naklo 9,079, Preddvor 5,431, Radovljica 92,808,

Šenčur 3,415, Škofja Loka 6,385 foreign tourists, Tržič 3,086, Železniki 500, Žirovnica 2,391 foreign

tourists.


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3.3 Electro mobility description

At the end of 2017, 51% of registered passenger cars were petrol vehicles and 47% on diesel. The

number of "petrol vehicles" decreased by 2% compared to 2016, and the number of "diesel" increased

by 6%. The number of passenger cars for liquefied petroleum gas (LPG or LPG) and combinations with

the aforementioned fuel increased by 6%, the number of passenger cars on compressed natural gas (SZP

or CNG) and on combinations with the mentioned fuel by 39%. The number of hybrid passenger cars

increased by 59% and exceeded the limit of 3,000. The number of electric passenger cars increased by

70%. (SURS, 2018) At the end of 2017 there were 600 of BEV category M1. M1 means vehicles with

up to 8 passenger seats beside the driver seat. Out of these 600, there were 30 registered in Gorenjska.34

In Slovenia the number of E-CS on one of the informational points amounted to 276 in 2018. However

this data are not indicating the total number of the E-CS, because the E-CSs from other service providers

are not necessarily included. The other issue is that not all public E-CS are mapped. Tesla E-CSs are not

included in this count. According to Tesla data there should be 19 Tesla E-CS in Slovenia.

There is by the available data now 28 E-CS with 1 Tesla, set up in Gorenjska region, however they are

12 new public E-CSs predicted just in Bled. Most of them should be set up by the end of 2018.

In the Appendix no4 there is a list of E-CS in Gorenjska region by location, specification, owner,

operator … by the end of 2018.

They are 3 informational portals in Slovenia, providing the location and technical specification of the E-

CS. The informational platform http://www.polni.si/ hasn’t been updated for a long time,

https://www.gremonaelektriko.si/ and https://www.napolni.me/app/map_4.php map also some of the E-

CS that are in the operation and ownership of their competitor, however they provide the technical

specification, not operation data. Service provider, owner and electricity distributer Petrol JSC, has a list

of the E-CS in his operation and ownership listed on its website, however mostly the ones on the

highways. Petrol provides a payment solution by APP and RFID card. Help lone is established by all

interoperable E-CSs. Charging tariff is provided by Petrol in the form of packages. The basic package

costs 0.20 EUR per minute and allows charging on the E-CS from 22.01 kW to 50 kW. Package

Enthusiast offers annual binding contract for 10.4 EUR per month, in this case the first minute is

additionally billed 0.11 EUR per minute when one charges on the E-CS with 22kW to 50kW. There is

20% discount in this package if one charges Petrol’s electricity and has 20EUR bonus on the Petrol’s

club card. The package Free of worries 15,000, costs 39EUR per month with annual binding contract,

the quantity of 225kWh on all the sockets and from this 170kWh on the sockets above 22,01kWh. The

customer has 20% discount also with this package if charging Petrol’s electricity and 40EUR bonus on

the Petrol’s club card. These tariffs are gained from the Petrol’s website on the 13th of August 2018 and

may change, at this date no other service provider was billing for its services.

34 http://www.gorenjskiglas.si/apps/pbcs.dll/article?AID=/20171002/C/171009978&template=printart

http://www.polni.si/

https://www.gremonaelektriko.si/

https://www.napolni.me/app/map_4.php

http://www.gorenjskiglas.si/apps/pbcs.dll/article?AID=/20171002/C/171009978&template=printart


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3.3.1 SWOT analysis

The strengths / weaknesses / opportunities / risks for the area covered by the study are identified on the

basis of the results of the analysis of the actual situation. In particular the following feature are observed

Table 11: SWOT

STRENGTHS

- Relatively high number of existing and operating

E-CS

- Relatively sufficient diffusion of E-CS

- Regional distributer of electricity

- Good proportion of faster and slower charging

time (on the highway faster and in settlements

charging time from 3-8h)

- Standardized sockets

- Free charging except on the highway

- Easy access to the E-CS

- Relatively good localization

- A lot of E-CS on public locations

- Good support from some local stakeholders –

municipalities

- Possibility of developing a capillary e-mobility

network.

- New business connections abroad (JV market) –

for the EG

WEAKNESSES

- No unique national informational platform

- Lack of interoperable E-CS

- The majority of E-CS are not integrated into

an interoperable network

-No help desk for the majority of the E-CS

- Insufficient information about availability

- Not possible to reserve

- In some cases insufficient marking of the E-

CS on the field

- Lack of monitoring and regulation

- Lack of restrictive options for the abusers of

the parking E-CS places

- Lack of motivation and support from some

of municipalities

- Relatively small market in terms of the

European market.

- Payments possible only by APP and RFID

card

- The energy part of the network is quite

slowly following the development and needs

of the e-mobility network

- Lack of market share (inadequate marketing

policy)

- A small share of e-vehicles

- High costs of construction and electro parts

when establishing a new e-charging station,

e.g. connection fees (Elektro Gorenjska)

OPPORTUNITIES

- National policy support in setting up the E-CS

infrastructure and services

- National subventions for setting up E-CS

- European financial and political support for setting

THREATS

- Different clashing interests of stakeholders

- Lagging behind the technological

development

- Lagging behind with policy implementation


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up charging infrastructure

- Lots of good practices from other regions and

abroad – no need of reinventing the wheel

- Expert companies for E-CS interoperable software

development and development of E-CS technology

- Small country, easier to manage and achieve

integration and cohesion

- If all stakeholders in the field of e-mobility

connect, greater transparency and a single service on

the market (what about competitive pricing???)

- Integrated E-CSs network In Slovenia, could

become the part of the European Network of E-CSs

- Competition in the region (is an opportunity to

improve and be also competitive – monopoly is not

good for the user)

- A single information E-CS platform throughout the

region

- Implementation of interoperability in a seamless

European Union,

- National subventions for the purchase of e-vehicles

(7.500 EUR) and hybrid cars (4.500 EUR).

- Relatively small number of users – lack of

the critical mass

- Competition from outside

- Lack of funding

- Lack of investments from electricity

distributers into grids (lack of funds)

- Various platforms with E-CSs control

- Monopolization of e-roaming system

provider, whether domestic or foreign

- Lack of E-CS networks being in a e-

roaming system

- The energy part nationally of the network is

quite slowly following the development and

needs of the e-mobility network

- Security aspects of personal data sharing

and traceability of a single user and trading of

the personal behavioral data.

- Market opening - competitive dynamics.

- A different billing of e-vehicles charging

policy. At present, most e-charging is free of

charge. In spite of its ever-increasing use,

however, e-commerce operators abroad and

home have different prices. Given the fact

that e-vehicles are more expensive than petrol

or diesel ones, it is not cost effective for

someone that travels a lot and abroad to have

it.

3.3.1.1 Strenghts

Relatively high number of existing and operating E-CS relates to the corresponding demand for e-

charging. The positive aspect is also that investors are quickly responding to the market and are even

ahead of it. There is a congestion of E-CS in cities and touristic spots, which again is in line with the

demand. The downside is that they are municipalities that are hesitant in setting up E-CS, therefore not

supporting the promotion of e-mobility, waiting for the private investors or just waiting. On the other

hand these are smaller municipalities with residential houses which are able to have their own e-

charging station if the grid allows. It is sufficient that one has a domestic socket. There is a lot of

potential in home settings, especially since the distances in Slovenia are short. When all service

providers will e-charge upon payment and demand increases, the interest of investment in e-mobility

infrastructure will raise.


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The trend of localisation of E-CS shows a good proportion of faster and slower E-CS charging time. The

E-CSs are placed in front of the shopping centers where people shop for hours and the speed of the e-

charging is adjusted to the consumer habits. The other common placements are in the city on parking

lots and P&R parking lots on the outer limits of the city, at the hotels, public garages and on the

highways. On the highways they are placing the fastest and thus more expensive locations for e-

charging.

The sockets are standardised Type 2, usually Mennekes or CHAdeMO. There is still free e-charging

available, except on the highway, although this is going to change in the near future. A good easy access

with visible signage on the field and a lot of public locations is another positive aspect of the current E-

CS set up, at least at the majority of locations. The interoperable systems are set up, which means a

higher quality of service for the customers also with help line. They are 2 approaches in the promotion

of e-mobility, the municipalities who are pro, support it all the way, thus slowly also changing the

mentality of the residents and the ones who are hesitant are not yet planning or investing. The last are

usually the municipalities that are not very touristic and also not so much the first choice for the private

investors.

Regional distributers of electricity are also owners and operators and service providers of e-charging.

The electricity is relatively cheap, since the systems of electricity production are already set up and are

producing energy from renewable resources like sun and water. There is also a possibility to set up a

capillary e-mobility network, more dispersed setups of E-CS with smaller settings for fast and easy use.

From the investors’ side, the knowledge companies in Slovenia poses is competitive world wide

however they are small companies and the Western Europe is already taken over by other companies,

therefor the opportunity they see is in the new business connections abroad, JV market, setting up

interoperable E-CS infrastructure with the readiness to be included into roaming systems.

In general there is much strength to be emphasized and show that the e-mobility with the interoperable

infrastructure is in progress even if in some of the areas it is still in the initial stages.

3.3.1.2 Weaknesses

The diffusion of E-CS means also giving the user the information where the E-CS is located, the

technical specification and weather is operational. Since they are several service providers these service

providers have established their own informational platforms or joined existing eRoaming platforms that

are closed. This means that if the user who does not have a contract with this service provider or is not

registered cannot see the basic information about the operation of those E-SCs. These discrepancy calls

for a unique national informational platform open to everyone with basic information on location,

technical specifics and operation. This platform would be useful also for statistic monitoring,

regulations, research purposes, knowing where and what kind of E-CSs were set up – if they are

interoperable etc. There are interoperable E-CSs however it is hard to establish the number and location

of them. The same goes for the integration of a single E-CS into the interoperable network. However it

is owner’s prerogative to choose if the E-CS will be included in any network.


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Without E-CS network it is difficult to establish 24/7 help line to assist the customers and at this

moment there are networks or single E-CS that do not provide a telephone number available for support.

Insufficient information about availability is connected to provision of information platforms, apps or

other channels. At this moment a weakness is still that charging cannot be reserved in most of the cases.

When user is not familiar with the area and doesn’t know where to find E-CS a good marking on the

field is necessary. Not all the cases are sufficiently marked on the field. This is especially true for single

standing E-CS units. Hidden installation of E-CS or visible, since free parking is provided, users of

conventional cars are parking on places dedicated for e-charging. Restrictive measures for the abusers

are scarce.

However the most concerning weakness related to the influence and power of public administration is

that still some of the municipalities are not interested in being involved in the implementation of e-

mobility. Some like ad-hock actions, without planning or getting too deep into the possibilities of their

power. There is a lack of motivation and knowledge and a lack of interest to gain knowledge.

Motivation from the national level needs to be applied.

Since Slovenia has around 2M of residents and although it is a transit country the market is still

relatively small in comparison with the European market. It is a threat that the prices will be high to gain

bigger profits since economy of scale has not a big potential. The smallness also means it’s not

particularly interesting for foreign investors and the monopolization of the market is a possibility. In any

case the Slovenian operators are already targeting foreign markets. Regarding the domestic market there

is still relatively small number of e-vehicles on the roads and the costs of connecting E-CS to the grid

are high.

Payments are possible only by an APP and RFID card. This represents a weakness in a sense of

unavailability to certain groups. European legislation demands that the payments are also possible

without any contracts (that includes on-line registration for the purpose of being able to pay). In Alpine

space countries (e.g. Germany and Italy) E-CS have an integrated option for payments by credit cards.

The costs of the payment system by credit cards are comparable to other two general ways of payment

solutions and can be even lower, because there are no intermediaries.

The energy part of the network is quite slowly following the development and needs of the e-mobility

network.

3.3.1.3 Opportunity

The biggest opportunities for public administration to support diffusion of e-mobility infrastructure

come from the national and European incentives. National policies support setting up the E-CS

infrastructure and services by national subventions (Eco Fund) of 100% for purchase price of an E-CS,

and up to 7500 EUR for purchasing an e-car, 85% of the price for e-public transport or hybrids for

municipalities with air quality measurements, 4500 EUR for hybrid cars and subvention for retrofitted e-


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cars up to 50% of the cost. A Fund for Climate Change, in a way connected to Eco Fund, spent 2M EUR

in 2017 for the purchase of environmentally friendly busses for public transport and offers subventions

also for e-cars and e-infrastructure in 2018 for municipalities indirectly managing protected areas of

nature. Agreement of the regional development signed by municipalities (representatives of

municipalities) and the Ministry of Economic Development can result in millions of financial incentives

just for e-mobility. LEAG is another programme supporting implementation of e-mobility investments.

There is European financial and political support for setting up charging infrastructure and purchase of

hybrid and e-vehicles for public transport. They are several financing programs with return and non-

refundable funds, like loans from EIB, CEF with H2020, EFSI and combination of mentioned financing

models. In the smaller scale also Interreg programmes financed from ERDF may be used to purchase E-

CS or small e-vehicles for public use for the purpose of implementing pilot actions. Programme LIFE is

also one of the financing tools that can be used by municipalities to take measures against negative

climate change.

Transnational cooperation and exchange of good practices from other regions abroad and home provide

knowledge and innovative ideas reducing the need of reinventing the wheel. On the other side Slovenia

has the knowhow for innovation in E-CS technology, E-CS interoperable software development,

competitive worldwide. Since Slovenia is a smaller country it should be easier to manage and achieve

integration of regional E-CS networks into joint network, to achieve this interests of singular companies

have to be overcome. If all stakeholders in the field of e-mobility connect, there would be greater

transparency and a single service on the market, however the price of service should be regulated or kept

competitive. E-CSs networks in Slovenia are becoming a part of the European networks of E-CSs. This

is an upside and the opportunity for those networks not yet being integrated in European networks. At

the moment they are a few service providers for e-charging. Number of competitors in the market

represents an opportunity to improve services and be competitive. The mentioned weakness of having

no unique E-CS informational platform throughout the region, Slovenia, represents an opportunity for

the implementation of interoperability in a seamless European Union and its promotion worldwide.

3.3.1.4 Threats

Different clashing interests of stakeholders may influence the service quality for users, manifesting in

the lack of usable information on E-CS location, best choice of service, technical information,

reservation, payment solutions, different pricing rates and lack of user support service. This is

manifested also in various platforms providing different information or a lack of them and different

managing services.

The technological development of e-mobility is quickly increasing and a threat is that the region and its

public administration will start lagging behind the technological development and policy

implementation. The suggestions from the national level are also not always considered by local public

administration. For example, when building a new parking lot the cables for eventual future set-up of E-

CS are not always considered, even if the cost of the future reconstruction of the infrastructure will be

higher than the cost of already preparing the infrastructure for the future at present. The conscious


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decision of the public administration for not being progressive in the implementation of supportive

policies in favor of e-mobility and infrastructure is based by the relatively small number of users, the

lack of critical mass, providing a driving force of the public administration to be more engaged in the e-

mobility supportive measures.

Market opening and competitive dynamics can work both ways. Slovenian companies penetrating

foreign markets or the other way around. Competition from outside in terms of foreign investors is a

threat to domestic companies trying to penetrate and secure the regional market. Although the

competition can be beneficial for the user and development of higher quality of service and lower prices,

it also means that the economic local multiplicator indicating how fast the money is circulating within a

specific local community is lower, because the profits are not staying within the region.

Lack of funding is a threat for the future when the higher overall development status of the region will

reduce the possibilities of getting non-refundable financing or when return financing schemes for the e-

mobility implementation projects will have higher interest rates. Since high investment costs in grid

power expansions there is a threat of the lack of electricity distributers being interested to invest in grids.

The energy sector nationally is quite slowly following the development and needs of the e-mobility

network.

Integration in one e-roaming system could be a threat for a market monopoly, whether is domestic or

foreign. Some of the foreign eRoaming platforms have a largely spread market throughout the Europe.

Big eRoaming platform attracts new service providers to join the platform in order to gain larger group

of customers. Members are paying relatively high costs of connecting data bases (e.g. 25.000 EUR per

year). In order not to lose the territory coverage a member could eventually accept also increase of the e-

roming fees, which influences also the end price for the customer, losing the leverage of autonomous

pricing and service policy. Another aspect is that a part of the profit of the service is channelized to a

foreign country, instead of contributing to national economy.

On the other hand also not unified integration in eRoaming systems may present a threat. When a

municipality owning E-CS is choosing an operator of their E-CS network, it is going to choose the one

offering better services and larger possible network of customers, also providing easy use for foreign

tourists. Not being integrated in eRoaming platform may represent a threat in terms of not being

competitive in service provision for incoming tourism. Gorenjska region is a touristic destination with

high number of visits also by personal vehicles.

Transfer from cash payments as it is an option now when paying gasoline on the gas station to on-line

payments through APPs or with RFID card acquires personal data collection. Every time a person is

charging their e-vehicle on the E-CS which is has this 2 possibilities of payments the location of the

person is identified. Therefor all travels by e-vehicle can be monitored and traced, without a choice.

Data of behavior and habits have value. GDRP is on one side requiring protection of personal data, on

the other side it may come to abuse, respectively the decision of not being traced is unavailable or in

best case omitted.

A different billing of vehicles charging policy relates to the fact that at present – time of this document

preparation, most e-charging is free of charge. In spite of its ever-increasing use, however, e-charging


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operators abroad and home have different prices. Given the fact that e-vehicles are more expensive than

petrol or diesel ones, it is not cost effective for someone that travels a lot and abroad to have it.

3.3.2 Comments on SWOT

Reducing threats with strengths:

Currently are 2 main operators of E-CS in Gorenjska region. One is Petrol JSC and the other is regional

electricity distributer Gorenjske elektrarne Ltd. Gorenjske elektrarne joined the network with Elektro

Ljubljana JSC which has a significant number of E-CS in its network. Gorenjske elektrarne are besides

being electricity distributer and E-CS operator also the owner of 10 E-CS. Petrol has in the operation

now the majority of E-CS in Gorenjska, as well as owning some of them. 26 E-CS and by the end of the

year 36 E-CS that are identified and mostly mapped on the informational platforms represent relatively

high number of operating E-CS. There is an option of fast charging on the highway upon payment. If the

interests of the existing operators could come to common positions the provided information to the users

could be improved and the quality of service to the user could be only higher. Local public

administration has power to demand the cooperation on the level of a joint promotion and provision of

information of technical specification and operation on the common informational platforms. Even

better solution would be forming national informational platform which would give an overview of all

operational E-CS in Slovenia.

Relatively sufficient diffusion of E-CS means that in the more tourists visited municipalities the service

of public e-charging is available with an easy access to E-CS and good localization. In less touristic or

economically less developed municipalities there is not even 1 public E-CS set up. However the

relativeness is also connected to small number of users – lack of the critical mass and therefore most of

the E-CS are being unused most of the time. The role of the public administration to support

implementation of E-CS interoperable infrastructure is therefore needed as well as the support of the

national public administration also in regard to public e-vehicle diffusion.

Public administration on all levels should be prepared to build on their knowledge capacity to support

technological development giving terms of condition to the private investors setting up and operating E-

CS. Public administration should therefore be proactive in policy implementation supporting e-mobility.

Policy implementation (terms of conditions) in the standard of E-CS infrastructure implementation

could secure keeping of the standard also when competitors from outside start being interesting in

setting up their own networks. Slovenia is now in coherence with European standards of technical

features of E-CS (Type 2). For now since there is no critical mass of users and e-charging is mostly for

free Slovenia seems not to be interesting to foreign investors, except Tesla network. Local public

administration should seas every opportunity from non-refundable financial resources to build on the

regional economic competitiveness in the future as well join forces in purchasing e-vehicles or hybrid

vehicles in order to negotiate a better price. In case of no other options also combined financing models

should be used.

A threat “lack of electricity distributers that can be interested in investing in grids” and “the energy part

nationally of the network is quite slowly following the development and needs of the e-mobility

network”, identified by the local electro distributor, may be disappearing when the use of electricity

rises on the grounds of e-charging on the existing infrastructure and new home e-charging installations


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start appearing. With a critical mass of users there is a possibility to invest also in capillary e-mobility

networks. However the municipalities identified a high cost of setting up E-CSs in the part of

construction and being plugged in to the grid. Since the costs are covered by municipalities that do not

generate profit form this, but even are paying for the electricity used on this public E-CSs it is

understandable that they are not very keen on making these investments.

Although the eRoaming systems exist and are spreading, the eRoaming systems still pose questions and

create issues. On one side not all networks in Gorenjska and Slovenia have signed contracts with

roaming platforms. Which means that a user signing a contract with a service provider not being a part

of an eRoaming platform has to find a way to charge and pay for e-charging on the E-CSs which are not

owned by the service provider with whom the user signed the contract. It has been written that the

bigger networks attract more users, since they want to be care free when choosing where to charge their

e-vehicle. This means strengthening the position in the market of the single service provider or

eRoaming platform. On the other side some service providers and owners of E-CS networks are asking

why are the eRoaming platforms needed, since the membership is also costly? They are choosing other

business models proving that there is another way, a more cost effective and equally successful. The

business model saving cost is B2B model.

Electricity distributors have a base of customers and are operating the grids. Operators, owners of E-CS

networks may sign a B2B contracts with the local electricity provider to manage billing, 24/7 help desk

in the local language. Needless to point out that these contracts can and would be signed also among

different electricity distributors to transfer the billings. For RFID cards only a block of numbers is

needed and with this also the privacy can be protected a bit more, since there is no need for the owners

or operators to deal with customers, if are not present in one business entity – electricity distributer - in 1

area. RFID chip can provide the anonymity for the single user in terms of not being identifiable by the

E-CS operator. This could reduce the security threats and privacy issues. The credit card payment

solution needs to be applied. The positive aspects of B2B model are that the costs of the billing could be

reduced by billing the customer monthly with electricity bill upon the real consumption of electricity

regardless to the home or public setting (charge to charge payment system); when the network is set

abroad the electricity distributor integrates customer help line for use of E-CS in the existing electricity

distribution customer help line in the language of the customer. This is especially important because one

of the strengths of our business actors in the sector of E-CS infrastructure is new business connections

abroad (JV market) for energy grids. Another example of increasing the network is signing a contract

with customer providers like abroad ChargeEU where one gets immediately 6000 customers or Plug

Service.

A different, higher prices for e-charging abroad in comparison to Slovenian and regional free charging

options, which very soon will ceased to exist almost completely, higher purchase prices of e-cars in

comparison with conventional ones and with lover performance in terms of km range with full battery (1

time charging) and relatively reduced driving satisfaction35, relatively long time of e-charging if one

cannot charge at home, more stops for e-charging on long travels, still existing problems with e-

35 Slovenian drivers are in majority used to shifting gears, which provides more fun in driving, higher engagement in the

process of driving, more bodily and brain action, faster reaction time of a car from a stand still point to driving in the cross

roads etc. E-vehicles demand adjustment to a new way of driving.


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charging abroad etc. make a change of a conventional car owner to an e-car unappealing. Financial or

policy incentives for the change are therefore one of the driving forces of e-mobility diffusion.

Turning weaknesses into opportunities:

Unique national informational platform can be an opportunity to inform users all over the world about

the growth of E-CS network in Slovenia, eliminating private interests connected to owning these

information. It is an opportunity to gather the statistics on the diffusion, year of set-up and technical

specifics, interoperability etc. The ones who are setting up the E-CS would need to give all the required

data to the electricity provider which would then transfer the data to the manager of the national

informational platform. This good practice could be transferred to other European countries, promoting

e-mobility to potential users.

Lack of interoperability is an opportunity on its own since higher quality of service provided by

interoperability increases the usability and possibility of billing the e-charging. Operators of

interoperable networks have the opportunity to improve their approach of integrating new E-CS into

existing networks. The owners or operators need to identify pros of networking as a business or

reduction of cost opportunity. Interoperability means also opportunity for establishing help desk,

providing information about availability, reservation, monitoring, regulation etc. which increases

customer satisfaction, faster turnover of customers and consequently increases of earnings. The same

can be said for marking on the field as a part of marketing approach.

Lack of restrictive options for the abusers of the parking E-CS places could be solved by adopting a

good practice from Austria, where e-vehicles have different registration plates than conventional cars,

being easily identified. Restrictive measures can be then applied by the responsible public organs.

Lack of motivation and knowledge and support from municipalities is a serious problem, since fast

results without strategic planning are preferred or in some cases the absence of interest for e-mobility

results in refusing any kind of actions in this regard. They are few solutions to tackle this:

- Waiting for a critical mass of users to put pressure on demand which may be a driver for

private investors and public administration

- National level preparing directive, policy for local administration with a set of minimum

requirements to be met by each of the municipalities

- National level preparing financial incentives (calls) to which all municipalities can apply for

purchasing e-vehicles for public transport of specialized vehicles for transporting tourists

- Keeping the national subventions for setting up E-CS and connected infrastructure and for the

purchase of e-vehicles and hybrid cars.

Relatively small market in terms of the European market can be an opportunity for more cohesive,

integrated and seamless use of e-charging infrastructure, easier management. All stakeholders in the

field of e-mobility could connect and provide better transparency and a single service on the market,

providing that the price of e-charging services would be user friendly. In the European Union and

outside of it are opportunities to broaden the market and be more competitive with services already

tested in national one. Small market gives also more flexibility for correcting errors with low costs,


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therefor opportunity for innovation can be higher. Integrated E-CS networks in Slovenia could become a

part of the European network.

Beside APP and RIFD card payment system, the credit card payment system should be applied. Good

practice from abroad showed that the national legislation corresponded to the European one and the

regional authorities communicated it to the economic sector and local public administration by policies.

Municipal policies adapted to monitor the implementation of the credit card payment solution

implementation by investors in public E-CS network.

The energy part of the network is quite slowly following the development and needs of the e-mobility

network, which could be new opportunity for investments.

3.4 Review of other competent authorities’ policies and other organization

Review of the reference instruments / plans / policies related to the Regional Action Plan for the area

covered by the study

Table 12: Municipal strategic policies on e-mobility by 2018

No Name of the reference document Comment

1. Sustainable Urban Mobility Plans 8 municipalities (Bled, Jesenice, Železniki, Škofja Loka,

Tržič, Kranj, Radovljica, Šenčur) in Gorenjska region have

prepared SUMPs. The majority of them are also mentioning

the support to e-mobility. Tržič is the only one not

mentioning e-mobility in the SUMP.

2. Local Energy Concept Action

plan Bohinj

Establishment of e-charging infrastructure for public transport

vehicles and passenger cars. Setting up free parking spaces

for electric vehicles. Encourage companies that provide taxi

services to buy electrically powered vehicles (through

information).

3. Local Energy Concept Action

plan Jesenice

For the field of e-mobility, the LEC Action Plan includes the

activation and supplementation of measuring stations and the

implementation of measurements of air pollution due to

traffic and rationalization in the scope, the installation of e-

charging stations for electric cars, public transport and hybrid

vehicles.

4. Local Energy Concept of the

municipality Cerklje na

Gorenjskem

It integrates supporting introduction of new technologies

through the introduction of buses to alternative fuels (eg:

biodiesel, LPG, etc.) and free parking for electrically powered

vehicles, etc.

5. Development strategy of Jezersko

municipality

E-mobility is mentioned in connection to the introduction of

electric vehicles into the municipal fleet.

5a Local Energy Concept of

municipality Jezersko

Mentioning of the already established set-up of 1 E-CS.

6. Sustainable Development Strategy The Municipality of Preddvor is planning indicative projects


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of the Municipality of Preddvor,

with an emphasis on tourism 2016

- 2026

and activities among which address the following activities

for electric mobility: the purchase of electric vehicles for the

needs of primary schools, fieldworkers of municipalities and

societies (possibility of sharing for transportation of children

and elderly people); arranging electric charging stations with

parking lots in the center of the Preddvor and at the pump;

accelerated use of existing electric bicycles (TIC) among

citizens. From 2019 to 2026, for these measures, activities are

earmarked for EUR 30,000.

6a Local Energy Concept of

Preddvor municipality

Under the section of public transport is indicated the action of

building the infrastructure for the e-vehicles. As a

specification of the investment Preddvor envisages

compulsory purchase of vehicles with less than 120gkm Co2

for public use with 20.000 EUR of municipal contribution

untill 2022; purchase of e-vehicles by private persons and

with Eco fund subventions for 30.000 EUR by 2022;

sustainable mobility training courses.

7. Local Energy Concept of

Radovljica municipality

Supports e-mobility by free parking for electric vehicles, etc.

8. Local Energy Concept of Šenčur

municipality

The document supports mobility on alternative fuel by

creating supporting environment for electric vehicles and

hydrogen vehicles and charging infrastructure for electric and

hydrogen vehicles

9. Local Energy Concept of Škofja

Loka municipality

Establishment of two charging stations for electric vehicles

with self-sufficiency supply for the needs of the municipality

of Škofja Loka from 2012 – 2022, municipality provides

public space, investor is electro distributing company. Low-

emission vehicles in the city administration - 4 no. vehicles

(E85, electricity, natural gas): 2012 – 2022: investor is

municipality; Free parking for vehicles using only alternative

fuels (E85, electricity, natural gas): 2012 – 2022.

10. SEAP Tržič: Sustainable Energy

Action Plan of the Municipality of

Tržič (LEC)

LEAG (Local Energy Agency Gorenjska) will set up 1 E-CS

from 2016 - 2020


municipality Železniki

Introduction of new technologies through the introduction of

buses to alternative fuels (e.g. biodiesel, liquefied petroleum

gas, etc.), free parking for electric vehicles, etc. Ensure a

4.9% share of RES in transport by 2015 and a 10% share by

2020. Provide a 50% share of RES for charging electric

vehicle batteries and hydrogen vehicles by 2015 and a 100%

share of RES by 2020 at public charging stations.

Development of energy and charging infrastructure for the

efficient use of modern, environmentally-friendly vehicles.


municipality Žiri

E-CS infrastructure for electric and hydrogen vehicles.


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13. Project development of the region,

sustainable mobility, municipality

Žiri

Measure mentioned for the set-up of 1 E-CS.

14.

Local Energy Concept of

municipality Žirovnica It does not include actions for implementation of e-mobility

or mobility.


municipality Gorje Municipality Gorje is planning to dedicate a share of parking

spaces for e-vehicles.


municipality Bled

For 2013 the plan was installing e-charging stations for

electric vehicles at one or more service stations.


municipality Gorenja vas -

Poljane

It does not include actions for implementation of e-mobility

or mobility.


municipality Kranj


or mobility.


municipality Kranjska Gora


or mobility.


municipality Naklo

Under the chapter 10 LEK Objectives, point b. Use of energy

in traffic – measures, the following measures are mentioned

for supporting e-mobility and other sustainable mobility:

efficient vehicles with an internal combustion engine;

economical driving and efficient use of vehicles; electric

battery vehicles and hydrogen vehicles; charging

infrastructure for electric battery vehicles and hydrogen

vehicles; compressed natural gas (SZP) and liquefied natural

gas (UNP); the mixing of biofuels with diesel and petrol;

biofuels and other RES in public transport and agriculture;

SZP in public urban transport

21. Strategy of sustainable

development of Bohinj

municipality 2025+

Electric mobility system: electric vehicles and rental bicycles,

electric charging stations and charging subsidies during the

transitional period, incentives for electric car users, subsidies

for the purchase of electric vehicles of the citizens,

establishing contacts with electric car manufacturers - Bohinj

as test environment.

22. Bohinj for Sustainable traffic

policy

Document from 2017 states that in Bohinj 4 public E-CS were

set up, 1 e-car was purchased for traffic ranger service and the

municipality was running for the LAS funding for the

purchase of another e-vehicle for mobile social services.

3.5 Regional vision, area of intervention and objectives

18 Municipalities of Gorenjska have a different approach and time-line regarding the implementation of

e-mobility infrastructure and transition to the environmentally friendlier e-mobility in comparison to

conventional one. Touristic municipalities or municipalities being pressured by bad air quality are

motivated for a change and the objectives of those are already demonstrating a higher diffusion of e-

mobility infrastructure, cooperation with e-mobility service providers and electro distributers. According


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to the national and European directives and policies the transition to the e-mobility in unavoidable.

Therefor the vision and objectives of Gorenjska region are in coherence with the trend.

3.5.1 Regional Vision

By 2023 Gorenjska region will have 80% of municipalities covered by E-CS interoperable network

infrastructure supported by public administration financial incentives and policies, using the available

resources and will have knowledge empowered public administration in regard to e-mobility.

By 2040 Gorenjska region will have an extensive user friendly e-mobile infrastructure and services

according to European standards, which will enable a complete transition to electrical mobility.

Long term vision for Gorenjska region as a mountainous region includes use of e-mobility in city areas

as well as in rural areas and highlands, according to the technological e-mobility development,

regardless to the private or public choice of transport.

The Regional vision for sustainable mobility is already set in local Sustainable Mobility Plans or LEC

Action Plans and other strategic documents and is complimenting the e-Mobility Transnational strategy

for an Interoperable Community and Networking in the Alpine Space.

The vision of sustainable mobility in Gorenjska region is emphasizing a higher quality of life for the

people also by use of sustainable means of transportation corresponding to the peoples’ needs.

Proposals for the slogan incorporating the vision of e-mobility development were:

- E-mobility on the way with me. (E-mobilnost z menoj na poti.)

- E-mobility reliable co-driver. (E-mobilnost zanesljiv sopotnik.)

- E-mobility for higher quality of life in Gorenjska (E-mobilnost za višjo kakovost življenja na

Gorenjskem.)

- Longevity with e-mobility (Živi dlje z e-mobilnostjo.)

- I love green, thus I’m driving on electricity (Ljubim zeleno, zato vozim na elektriko.)

- I love green, I’m using e-mobility (Ljubim zeleno, sem e-mobilen.)

- E-mobility for clean air and silence (E-mobilnost za sveži zrak in tišino)

- Protect the environment, drive e-vehicle (Varuj okolje, vozi z e-vozilom.)

- Yes for Gorenjska e-mobility (Za e-mobilnost Gorenjske)

3.5.2 Regional plans & roles

Region of Gorenjska aims to gradually upgrade existing E-CS infrastructure for private and public e-

vehicles according to the trend of the demand in the sector of e-mobility and in parallel develop also

infrastructure for the vehicles on alternative fuel. This means that the number of E-CS, the number of

interoperable E-CS and the number of integrated interoperable E-CS in the networks is going to

increase. Networks are going to connect nationally and transnationally. Two payment systems are going

to prevail, with APPs and with the RIFD card. Localization and distribution of fast and slow E-CS are


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going to follow the behavior and needs of the users. The prices will be diversified according to the

service and location.

Public authorities are reducing the use of cars in the city centers with soft and hard measures: slowing

down traffic, closing streets for vehicles, building pedestrian and quite zones, cycling paths, dedicating

parking spaces to e-vehicles and setting up or supporting the set-up of E-CS in the city centers, while

building parking lots outside the city centers; striving to improve the public transport (better service,

hybrid buses, e-mini buses …) and where the regular public transport is not cost affective turning it into

public transport service on call. The measures of reducing the use of private cars are also parking price

policy, supporting e-car sharing systems, buying e-vehicles for the business use and setting-up E-CS for

their employees.

Public authorities cooperate with private investors who are interested to set up infrastructure supporting

the diffusion of e-mobility or mobility of other alternative fuels. Public administration in Gorenjska

region aims to seize available national or European non-refundable financial incentives for the

implementation of the infrastructure and transport on alternative fuel. The role of public administration

in Gorenjska region is perceived more as a supporting one in regard to setting up the E-CS. Even if

owning the E-CS the majority of municipalities are giving the operation and management of E-CS to E-

CS network operating companies which are in the case of Gorenjska in energy business sector

(distributers of electricity, fossil fuel and other corresponding services).

The long-term aim is that ownership and management of e-mobility infrastructure, including the costs of

electricity is transferred from municipalities to private sector and that municipalities are addressing only

the spatial planning, parking policies, regulative policies, concessions for public transport and similar in

connection mobility on alternative fuels.

3.5.3 The route: areas of intervention

The main areas of intervention to be addressed in the RAP are identified from the state of play analysis

and the SWOT analysis. The corresponding themes are listed in the table for Gorenjska region.

Table 12: Areas of intervention

Area of intervention AoI Description

a. Territorial coverage

Note: connection to SO3

18 municiplities of Gorenjska region: Bled, Bohinj, Clerklje

na Gorenjskem, Gorenja vas – Poljane, Gorje, Jezersko,

Jesenice, Kranj, Kranjska gora, Naklo, Preddvor,

Radovljica, Šenčur, Škofja Loka, Tržič, Žiri, Žirovnica,

Železniki

b. Cooperation between Regional

Development Agencies and public

administration in Gorenjska region

and national level


Cooperation between PAs and RDAs of Gorenjska

supporting the measures and activities connected to e-

mobility and mobility on other alternative fuels

(transregional projects, knowledge capacity building,

exchange and implementation of good practices, signing

Memorandum of understanding for supporting diffusion of

e-mobility).


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c. Installation of e-charging stations

for electric vehicles, public transport

and hybrid vehicles


Additional E-CS are going to be installed in the

municipalities where the number of E-CS is not promoting e-

mobility, new installations will correspond to EU standard

Type2. Installations of E-CS for all kinds of electric vehicles

will be supported (buses, e-bikes). Policies of PAs will

support purchase of environmentally friendly public

transport vehicles (hybrid, natural gas, biodiesel, hydrogen)

c. Increase interoperability


Interoperability of E-CS networks will be supported. Non-

interoperable E-CSs are going to be technically upgraded

and new installations will correspond to standard of

interoperability. Increasing of interoperability in technical

terms means connecting E-CS with back office – program

software, to get operational information of E-CS. Operation

management of interoperable networks is going to continue

being under the domain of private companies. The

cooperation of different operators will link to common

interoperable networks.

d. Adoption of a joint politic of

marking e-charging infrastructure on

the field


Inter-municipal agreement with operators on how to

designate locations of e-charging stations in the field to

increase the visibility of the service.36

e. Air quality measurement

Note: Connected to SO3

Implementation of measurements of air pollution due to

traffic and rationalization in the scope, the installation of e-

charging stations for electric cars, public transport and

hybrid vehicles will be done in Jesenice and continue in

Škofja Loka and Kranj.

f. Parking policy

Note: Connection to SO3

The plan is to increase the number of parking spaces for e-

vehicles (with E-CS infrastructure), continue with the policy

of free parking for e-vehicles until the critical mass of e-

vehicles, increase the service of P&R systems, reduce the

parking space in the city centers, adjust parking pricing

policy to promotion of sustainable transport.

g. Public transport service


Seize national and EU non-refundable financial subventions

for purchase of hybrid or electric vehicles for public use.

Change public vehicle fleet with combustion engine to

electric battery vehicles. Support e-car sharing system.

Rationalization of public transport service – public transport

on call.

h. Building knowledge capacity of

public administration

Note: connection to SO1 and SO4

Attending knowledge capacity building trainings, public

discussions, cooperating in knowledge exchange projects

and good practice exchange for management of e-mobility

infrastructure, and e-mobility in general.

36 Bled Municipality has this action written in Rules on Traffic Signaling and Traffic Equipment on Roads - floor marking

no. 5354, traffic sign 3118.


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i. Private-public cooperation in

alternative fuel mobility


Cooperation with electricity providers, private investors in

E-CS infrastructure, E-CS operators, public transport

concessioners, e-car sharing companies and supporting them

with public space locations …

j. Implementing existing policies for

mobility on alternative fuels


SUMPs and LEC Action plans already include measures for

the implementation of e-mobility infrastructure and mobility

on other alternative fuels. Public administration is

responsible for the implementation and monitoring of the set

measures.

l. Examination of the importance of

the electricity supply site for the E-

CS based on the load on the

electricity network


Cooperation with the electricity distributor to coordinate the

public infrastructure of e-charging with the load of the

electricity grid.

m. Energy grid slowly follows

development and needs of the e-

mobility grid


In certain areas of the region the lack basic electrical grid

infrastructure is identified. The current electrical grid

network is too weak to supporting of medium or high power

E-CS (ones that take less than 12h to charge an e-vehicle)

n. Utilization of the Eco Fund and

other national financial funds


Application for Eco Fund Call for proposals for co-financing

investments in e-mobility and dedicating funds to e-mobility

from the Regional Development Agreement

o. A single regional information

platform e-mobilitygorenjska.si (e-

HUB)


Supporting regional e-hub for e-mobility run by BSC, Ltd,

Kranj with information. Providing information on the new E-

CS instalations for updating information on E-CS

infrastructure on the regional informational platform e-HUB.

p. Joint promotion of e-mobility


Active participation of public authorities, suppliers and civil

society on benefits of e-mobility, especially in the field of

reducing emissions and, consequently, maintaining a healthy

environment. Use of different communication tools for

reaching different target groups (children, adolescents, senior

citizens, elderly population ... ). The promotion should

include different approaches to the target groups of users,

including the educational approach, user experience and

preventive measures).

3.5.4 RAP’s objectives

In Gorenjska the strategic approach for the planning of an interoperable infrastructure for electric

vehicle is defined in the following strategic objectives.


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Table 13: Strategic objectives

Strategic Objective SO Description

1. Provide support to the local PA

(municipalities) in the matters of e-

mobility

SORA, RAGOR and BSC, Ltd., Kranj support

Municipalities by preparation, coordination and in

some cases also implementation of projects connected

to e-mobility. RDA of Gorenjska represents

municipalities in communication with the national

public administrative authorities (e.g. Agreement for

the development of regions, coordinating LEAG

project applications and implementation, preparation,

submission and implementation of international

projects, preparation of Regional Development Plan

etc.).

2. Achieve complete interoperability of

electric charging services

RDA of Gorenjska BSC, Ltd, Kranj in cooperation

with operator of regional E-CS and electro distributer

are promoting and supporting by concrete actions the

increase in number of interoperable E-CS and growing

of the interoperable network. Municipalities are

cooperating with electro distributers and operators of

E-CS networks supporting the interoperability of

electric charging services, by facilitating national

subventions of Eco Fund investing in E-CS equipment

and investing with their own funds in the

infrastructural installation of the E-CS, following the

EU technical standards of e-charging infrastructure.

3. Reach an adequate territorial coverage

for electric charging services

Mapping locations - parking spaces for future e-

charging stations. Strategically planning with

corresponding documentation, parking surfaces that

meet the criteria for setting up e-charging stations

(accessibility, frequency, closeness of public

institutions, proximity to regional and motorway

connections, and other sustainable forms of public

transport) and integrating these plans into energy

concepts. Homogeneous diffusion of E-CS networks

throughout Gorenjska region.

4. Make the information on the charging

network available to regional and

transnational users

Updating regional E-HUB, support the idea on national

informational platform for E-CS infrastructure,

provision the local information of newly established E-

CS by municipalities of regional electro distributer.

5. Facilitate contacts between PAs and

stakeholders (companies, private

investors, private citizens, ...)

Cooperation with electricity providers, private

investors in E-CS infrastructure, E-CS operators,

public transport concessioners, e-car sharing

companies and supporting them with public space

locations and infrastructural investments.

6. Integrate public transport and private Promoting the purchase of electric buses for public


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transport transport, purchase of business e-vehicles and setting

up E-CS for their charging on the dedicated locations,

preferably near the P&R parking lots with established

E-CS infrastructure, business zones and at and around

the airport.

2. E-mobility promotion Active operation of municipalities in establishing

contacts with stakeholders (companies, private

investors, individuals ...) who want to obtain

information on e-mobility in the local area and the role

of municipalities as promoters of e-mobility

(mainstreaming the topic in the European Mobility

Week, raising awareness public ...)

3.6 RAP actions

In Gorenjska region the Area of intervention defined by the Administration and the Strategic Objectives

for planning of an interoperable infrastructure for electric vehicle, defines the following Action.

3.6.1 Action list

The Supra regional pillars give transnational strategic guidelines to be followed on the regional level in

order to achieve balanced development in Alpine space for the e-mobility infrastructure and

management. RAP’s objectives in this case define the regional objectives for implementation of

sustainable mobility, in particular diffusion of e-mobility infrastructure and e-mobility in Gorenjska

region to define and categorize actions to be taken achieving these objectives.

Table 14: Synthesis table of strategic actions for Gorenjska Region

Supraregional Pillar

(from Trasnational

Strategy)

RAP’s Objective Actions

Strategy #1 – Define the

best possible roles of PAs

Provide support to the local PA

(municipalities)

• Facilitate acquisition of financial

incentives supporting municipal actions

in diffusion of e-mobility

• Building knowledge capacity concerning

E-CS infrastructure, operation and e-

mobility

Strategy #2 – Set

common minimum rules

on infrastructure access Achieve complete interoperability of

electric charging services

• Initiate and support installation of E-CS

according to EU standards enabling

interoperable connection

• Support and initiate actions creating

interoperable networks


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Supraregional Pillar (from Trasnational

Strategy)

RAP’s Objective Actions

Strategy #3 – Improve

the infrastructure

Reach an adequate territorial

coverage for electric charging

services

• Increase in number of E-CS on the

public parking areas

• Increase number of E-CS for e-charging

of e-vehicles for public passenger road

transport (or on alternative fuel) and e-

vehicles for business use

• Reinforce the electricity grid by

cooperation of local, national public and

private stakeholders

Strategy #4 – Adopt an

integrated, supra-

regional mapping tool Make the information on the

charging network available to

regional and transnational users

• Utilize regional RDA of Gorenjska e-

HUB platform for mapping

• Support and initiate creation of national

informational platform for e-charging

infrastructure under the management and

control of the national public body.

Strategy #5 – Empower

communication among

public authorities and

other stakeholders Promote e-mobility

• Facilitate contacts between PAs and

stakeholders (companies, private

investors, private citizens, ...)

• Municipalities acting as promoters of e-

mobility (informing users about

novelties, promotion of usage) –

utilization of e-HUB platform Strategy #6 – Guarantee

synergy among private

and public transport

Integrate public transport and

private transport

• Transit of vehicles for public passenger

road transport, public and private

business fleets into electric ones or run

on other alternative fuels

• Provision of infrastructure for public

transport interchange, P&R systems,

business zones, airport area

3.6.2 Action prioritization

In the previous chapter the strategic objectives of Gorenjska region are translated into strategic actions

that bring to the objective achievement. But the action list needs a prioritisation. It can be derived from

the directions coming from the selected items as Area of Intervention: they translate in operative words

the relevance that the Region defines for each action.


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e-MOTICON proposes a Strategic Action Prioritization scheme based on participation-based

governance models. The technical tool proposed for managing the multi objective complex theme is

Multi-criteria analysis.

3.6.2.1 MCA methodology

Multi-criteria analysis37,38,39, 40 is a well-known and widely used tool that gives good results in complex

spatial planning. It establishes preferences between options by reference to an explicit set of objectives

that the decision making body has identified, and for which it has established measurable criteria to

assess the extent to which the objectives have been achieved. In simple circumstances, the process of

identifying objectives and criteria may alone provide enough information for decision-makers.

However, where a level of detail broadly akin to CBA is required, MCA offers a number of ways of

aggregating the data on individual criteria to provide indicators of the overall performance of options. A

key feature of MCA is its emphasis on the judgement of the decision making team, in establishing

objectives and criteria, estimating relative importance weights and, to some extent, in judging the

contribution of each option to each performance criterion. The subjectivity that pervades this can be a

matter of concern.

MCA has many advantages over informal judgement unsupported by analysis:

• it is open and explicit

• the choice of objectives and criteria that any decision making group may make are open to

analysis and to change if they are felt to be inappropriate

• scores and weights, when used, are also explicit and are developed according to established

techniques. They can also be cross-referenced to other sources of information on relative values,

and amended if necessary

• performance measurement can be sub-contracted to experts, so need not necessarily be left in the

hands of the decision making body itself

• it can provide an important means of communication, within the decision making body and

sometimes, later, between that body and the wider community, and

• scores and weights are used, it provides an audit trail.

A standard feature of multi-criteria analysis is a performance matrix, or consequence table, in which

each row describes an option and each column describes the performance of the options against each

criterion. The individual performance assessments are often numerical, but may also be expressed as

‘bullet point’ scores, or colour coding in a basic form of MCA this performance matrix may be the final

product of the analysis. The decision makers are then left with the task of assessing the extent to which

their objectives are met by the entries in the matrix. Such intuitive processing of the data can be speedy

and effective, but it may also lead to the use of unjustified assumptions, causing incorrect ranking of

options. In analytically more sophisticated MCA techniques the information in the basic matrix is

usually converted into consistent numerical values.

37 D.L. Olson - Multi-criteria analysis: a manual - www.communities.gov.uk - community, opportunity, prosperity 38 J. Rezaei - A Systematic Review of Multi-criteria Decision-making Applications in Reverse Logistics - Transportation

Research Procedia - Volume 10, 2015, Pages 766-776

39 The Journal of Multicriteria Decision Analysis (John Wiley & Sons, Ltd) 40 D. L. Olson, H. M. Moshkovich, R. Schellenberger, A.I. Mechitov - Consistency and Accuracy in Decision Aids:

Experiments with Four Multiattribute Systems - Volume 26, Issue 6-Nov.1995 - Pages 723–747

http://www.communities.gov.uk/

https://www.sciencedirect.com/science/article/pii/S2352146515002173#!

https://www.sciencedirect.com/science/journal/23521465


https://www.sciencedirect.com/science/journal/23521465/10/supp/C


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MCA techniques commonly apply numerical analysis to a performance matrix in two stages:

• Scoring: the expected consequences of each option are assigned a numerical score on strength of

preference scale for each option for each criterion. More preferred options score higher on the

scale, and less preferred options score lower. In practice, scales extending from 0 to 100 are

often used, where 0 represents a real or hypothetical least preferred option, and 100 is associated

with a real or hypothetical most preferred option. All options considered in the MCA would then

fall between 0 and 100.

• Weighting: numerical weights are assigned to define, for each criterion, the relative valuations of

a shift between the top and bottom of the chosen scale.

There is no normative model of how individuals should make multi-criteria choices that is without

critics. The one that comes closest to universal acceptance is based on multi-attribute utility theory and

derives from the work of von Neumann and Morgenstern41, 19 and of Savage,42in the 1940s and 1950s.

If it can either be proved, or reasonably assumed, that the criteria are preferentially independent of each

other and if uncertainty is not formally built into the MCA model, then the simple linear additive

evaluation model is applicable. The linear model shows how an option’s values on the many criteria can

be combined into one overall value. This is done by multiplying the value score on each criterion by the

weight of that criterion, and then adding all those weighted scores together. However, this simple

arithmetic is only appropriate if the criteria are mutually preference independent. The Analytic

Hierarchy Process (AHP) also develops a linear additive model, but, in its standard format, uses

procedures for deriving the weights and the scores achieved by alternatives which are based,

respectively, on pairwise comparisons between criteria and between options. Thus, for example, in

assessing weights, the decision maker is asked a series of questions, each of which asks how important

one particular criterion is relative to another for the decision being addressed. A number of texts provide

useful surveys of MCA methods.

All the features that describe each strategic action, according to the problem, will be considered as

evaluation criteria in the MCA.

3.6.2.2 Methodology for Priority Action Definition

The prioritization phase scope is to give a ranking that is linked to local PA vision and need, but also

accounts which action could boost at most the implementation of the e-moticon strategy at local level,

and to attain the strategic goal to which it relates. The selection of these actions came out from the

collaboration of e-MOTICON PPs and local authorities. A common structure has been adopted for the

description of the actions, which although hardly adaptable at the same time to the various intervention

aspects, was necessary in order to later perform a MCA analysis for the objective assessment of the

various action on the basis of common criteria. Firstly, each action was, assigned to strategic pillar of

reference. Afterwards, for each project other elements of description have been indicated, among the

other: - objective; - impact, - time and cost.

41 Von Neumann, J, and Morgenstern, O. (1947) Theory of Games and Economic Behaviour, second edition, Princeton

University 42 Savage, L.J. (1954) The Foundations of Statistics Wiley, New York, NY


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According to the fact that the e-MOTICON partnership considers the evaluation of local actions needs

to take into account a number of different criteria, they applied the multi-criteria analysis (MCA) with a

common approach to define the action prioritization. As a first step the e-MOTICON partnership

selected the following KPI to measure action prioritization:

• Action impact on homogeneous distribution of interoperable E-CS

• Economic Impact of the action on local territory (e.g. industrial sector)

• Action Environmental Impact (e.g.: local pollution, GHG emission)

• Action’s planned time duration

• Action’s planned cost

The second step was to select a proper score range for action evaluation. The selected range is from 1 to

3, with the following description:

Table 15: Priority action definition score

Score Description

1 highest impact evaluation, shortest time, lowest cost

2 medium impact evaluation, medium time, medium cost

3 lower impact evaluation, longest time, highest cost

The procedure for score assignment was applied by e-MOTICON partnership in close cooperation with the local

administrator of their reference territories, according to the fact that the highest importance was given to the

number of bodies involved in the administration and development of the interoperability and e-mobility in

general, since they know the different aspects and peculiarities of the area of reference, useful tool for the local

implementation of the Strategy. For this purpose a series of interviews and meetings involving the target group

and the stakeholders of the project partners’ areas were carried out and the results are reported in action

description. At the end of the analysis, on the level of e-MOTICON partnership the 5 RAPs priority actions are

listed. One of those is prepared for Gorenjska and Goriška region. Each action is connected to the fact sheet

(table), which shows the main features.

A common approach was shared among project partners in order to select “weight” to get a score for each action.

The weights also come from a sharing approach among partnership and local target group/stakeholder.

Table 16: KPI description and weight

KPI Weight

prop.#1

Weight

prop.#2

Action impact on homogeneous distribution of interoperable E-CS 20 17

Economic Impact of the action on local territory (e.g. industrial sector) 20 12

Action Environmental Impact (e.g.: local pollution, GHG emission) 20 16

Action planned time duration 20 30

Action planned cost 20 35

e-MOTICON partnership selected Weight proposal #1. This choice reflects the public administration

high relevance to action impacts (that accounts for 60%), and less relevance to action time duration and

costs (that accounts for 20% each). The action description was given also by a link to the e-MOTICON

strategy pillar they account for, and the prevalent type of action (administrative, implementative,

communication, planning, financial).


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The output of the MCA analysis provides a hierarchical classification of the action, that translate in

mathematical details the conceptual approach typical of the policy makers: this ranking try to summarize

which action are suitable to fulfil the objectives, considering the evaluation and the motivational issue

the Public Administrators consider as driving forces.

The prioritization Index (PI) is defined to be the normalized score of each action, according to the

general score among the whole partnership or within each single area. Each action selected is this

described with a proper PI derived by the procedure shared among the e-MOTICON partnership.

3.6.2.3 Ranking

e-MOTICON project experts select MCA as a profitable tools that aims to objectively and rationally

approach the complex evaluation of action prioritize among multiple criteria and multiple subjects. The

procedure is aimed to uncover the strengths and weaknesses of an existing process, opportunities and

threats present in the natural environment, the resources required to carry through, and ultimately the

prospects for success in order to perform the prioritize, it is needed to score the attributes of the action.

The following matrix is proposed. It needs to consider two main issues:

• A description of the role the Administration is intended to have in the action realization,

• A quantitative and qualitative evaluations of the three main criteria selected: Impact, Time and

Cost (the three main axes in project management43, 44).

Table 17: Ranking table

The criteria will be evaluated by means of the hierarchical approach, and the impact three criteria will be

considered “sons” of the more general “father” criteria, that will be compared with costs and time ones.

43 Atkinson, Roger (December 1999). "Project management: cost, time and quality, two best guesses and a phenomenon, its

time to accept other success criteria". International Journal of Project Management. 17 (6): 337–342. doi:10.1016/S0263-

7863(98)00069-6 44 Baker, B. N., Murphy, D.C. and Fisher, D. 1983. Factors affecting project success in: D.I. Cleland and W.R. King, ed.

Project Management Handbook. New York Van Nostrand Rein-hold

Action Title/Description°

ROLE IMPACT

(qualitative estimet ion: high-medium-low)

TIME (action

duration expectation)

Extimated cost (€ or

qualitative: high

medium low - range

Describe the role the Public Administration is

intended to have in action (owner / lender

/ Planner …..etc)

Imp

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https://en.wikipedia.org/wiki/Digital_object_identifier

https://doi.org/10.1016%2FS0263-7863%2898%2900069-6

https://doi.org/10.1016%2FS0263-7863%2898%2900069-6


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Figure 17: Three impact criteria

The output of the MCA analysis provides a hierarchical classification of the action, that translate in

mathematical details the conceptual approach typical of the policy makers: this ranking try to summarize

which action are suitable to fulfil the objectives, considering the evaluation and the motivational issue

the Public Administrators consider as driving forces.

Table 17a: Ranking

Action Title/Description°

ROLE IMPACT

(qualitative estimet ion: High-Medium-Low)

TIME (action

duration expectation)

Extimated cost (€ or

qualitative: high

medium low - range

TBD)

Describe the role the Public Administration is

intended to have in action (owner / lender

/ Planner …..etc)

Imp

act

on

OM

OG

ENEO

US

DIS

TRIB

UTI

ON

OF

INTE

RO

PER

AB

LE E

-CS

Eco

no

mic

Imp

act

Envi

ron

me

nta

l Im

pac

t

Sho

rt t

erm

(w

ith

in 1

yea

r)

Med

ium

te

rm (

1-5

y)

Lon

g te

rm (

mo

re t

han

5

year

s)

Facilitate acquisition

of financial incentives

supporting municipal

actions in diffusion of

RDA of Gorenjska,

BSC, Ltd, Kranj: as a

facilitator of regional

development: Key

H H M x x x H


Report

Pag. 101/202

e-mobility. features: preparing

and gaining projects

funded by European

and national funds

The role of PAs is to

be open for

cooperation,

supporting activities

of RDA Gorenjska.

Building knowledge

capacity concerning

E-CS infrastructure,

operation and e-

mobility

RDA of Gorenjska,

BSC, Ltd, Kranj as a


development.

Engagement of

municipalities,

support and

information exchange.

H M M x x x 10000/an

nually

Increase in number of

E-CS on the public

parking areas

Municipality Bohinj:

• Investor: financing

the costs of

construction works,

electricity

installation and

connection to the

grid and covering

the costs of the

electricity usage.

(Management will

be handed over to

Petrol)

• Municipality owns

public space.

• Coordination of the

project

• Draftsman of

business model

• Responsible for

marking of parking

spaces with

appropriate vertical

signalization and

floor markings.

Contractor with

private company, in

H L H x

325000


Report

Pag. 102/202

case the E-CS is

situated on a private

land.

Municipality Cerklje

na Gorenjskem:

Providing land for the

building of a network

of public parking

spaces with E-CS,

preparation of

investment and project

documentation,

candidacy for the

allocation of state or

European funds,

implementation of the

installation of E-CS.

H L H x H

Municipality Kranj:

Municipal

administration will be

a facilitator of the

action according to the

available financial

incentives.

H H H x x x

5000/E-CS +

infrastructure

Municipality Kranjska

Gora: Providing land

for the setting up E-

CSs, preparation of

investment and project

documentation,

candidacy for the state

funds, implementation

of the installation of

E-CSs.

H L H x

20000

Municipality Bled:

Investor: financing the

costs of construction

works, electricity

installation and

connection to the grid

and covering the costs

of the electricity

usage. (Management

will be handed over to

Petrol)

H L H x

43000


Report

Pag. 103/202


public space.

• Project application

to Eco Fund

(installation and

commissioning of

10 electric

charging stations

on public areas)

• Coordination of

the project

• Draftsman of

business model

• Responsible for

marking of parking

spaces with


signalization and

floor markings.

Contractor with

private company, in

case the E-CS is


land,

Municipality Bled:


the costs of

construction

works, electricity

installation and

connection to the

grid and covering

the costs of the

electricity usage.

• Municipality holds

the ownership of

the public space.

• Project application

to Eco Fund,

second annual call

(installation and

commissioning of

1 electric charging

stations on public

H L H x

4300


Report

Pag. 104/202

areas)

• Coordination of

the project

• Draftsman of

business model

• Responsible for

marking of parking

spaces with


signalization and

floor markings.

Contractor with

private company, in

case the E-CS is


land,

Municipality Bled:

• Holds the

ownership of the

public space.

• Contractor with

private company,

in case the E-CS is

situated on a

private land

H M H x

N/A

Municipality

Žirovnica: is the

owner of public

spaces, Eco Fund

applicants,

coordinators

responsible for

preparing business

models, mark parking

spaces with


signalization and floor

markings, are

contractors with

private persons, if

they are electronic

billing stations on

private land and are

payers for establishing

system (network

L M M x

5000/E-CS +

infrastructure


Report

Pag. 105/202

connection,

construction work).

Management is passed

on to E-CS.

Municipality Žiri:


the costs of

construction

works, electricity

installation and

connection to the

grid and covering

the costs of the

electricity usage.


public space.

• Coordination of

the project

Responsible for

marking of parking

spaces with



markings.

M L L x

M

Provision of

infrastructure for

public transport

interchange, P&R

systems, business

zones, airport area

Municipality Bohinj:

Investor, both the

establishment of car

parks and the

provision of transport

H L H x

M

Municipality of

Cerklje na

Gorenjskem: The task

of the municipality is

to encourage

cooperation with

investors. Help

develop e-mobility

development strategy

in areas of greater

economic and tourist

development.

H H H x H

Municipalities acting

as promoters of e-

mobility, utilization


na Gorenjskem: The

task of the

M L H x

10000


Report

Pag. 106/202

of e-HUB platform

municipality is to

promote the education

of users - all

generations, beginning

with kindergarten and

elementary school.

Municipality of

Jesenice and Bohinj:

On the basis of

information and data

on priority e-mobility

and interoperability,

the public

administration

(municipality) carries

out the continuous

task of informing and

educating users about

the use and positive

effects, and the

accessibility to

equipment and means

of transport, as well as

on the effects of e-

mobility long term.

M H M x x x 10000/an

nually

Reinforce the

electricity grid by

cooperation of local,

national public and

private stakeholders


na Gorenjskem,

Kranjska Gora and the

entire Gorenjska: The

task of the

municipality is to

encourage all actors to

begin solving the

problem.

H L L x L

Transit of vehicles for

public passenger road

transport, public and

private business fleets

into electric ones or

run on other

alternative fuels

Municipality Kranj:

Municipal

administration will be

a facilitator of the

action according to the

available financial

incentives.

H L H x x x 30000

Support and initiate

creation of national

informational

platform for e-

Gorenjske elektrarne,

RDA of Gorenjska,

BSC, Ltd, Kranj as a


H H M x x L


Report

Pag. 107/202

Economic impact, described by municipalities in the action tables provided in Appendix no5 is defined

sometimes on what municipality would gain and sometimes on what would be the cost. Therefor when

giving the estimation above it is in terms of the gain for the municipality as administration and not as an

impact on regional economy. If there was an approximate estimation of the future economic impact on

the territory then the evaluations would be different.

3.6.3 Action List with prioritization index

In this chapter the action list table of chapter 3.4.1 is provided with a prioritization index (PI) derived

from the methodology described in the previous tables.

charging

infrastructure under

the management and

control of the national

public body

development for e-

mobility

infrastructure.

Engagement and

commitment of

national public

authorities to

implement this idea.

Utilize regional RDA

of Gorenjska e-HUB

platform for mapping

When municipalities

are choosing GEK to

be the operator of

their E-CS then the

map is updated and

information for users

open to the general

public.

M M M x L


actions creating

interoperable

networks

RDA of Gorenjska,

BSC, Ltd, Kranj (pilot

action) When

municipalities are

choosing GEK to be

the operator of their

E-CS then the new E-

CS are interoperable

and included in the

network promoted

openly on the

informational map.

H H M x 33000

Initiate and support

installation of E-CS

according to EU

standards enabling

interoperable

connection

RDA of Gorenjska,

BSC, Ltd, Kranj

(within a project), role

of PAs: Engagement,

support and

contribution.

M L M x 150,499.5

5


Report

Pag. 108/202

The prioritization methodology ranking explained in the chapter 3.6.2.2 applies to the Apendix no.6:

Prioritization index weighting table, where the lower the PI the higher the prioritization for the action

and municipality.

Table 18: Action List with prioritization index

ACTION ROLE IMPACT

(H/M/L)

TIME

( S/M/L

term)

ESTIMATED

COST

(H/M/L)

PI

Facilitate

acquisition of

financial

incentives

supporting

municipal

actions in

diffusion of e-

mobility

Ministries with

subventions provided by

Eco Fund; Development

agencies in Gorenjska as

the main supporting

organizations with

nationally and EU

financed projects; Electro

distributers as investors.

H L H 50

Building

knowledge

capacity

concerning E-CS

infrastructure,

operation and e-

mobility

Participation of the


experts at transnational

events, events organized

by the EU and ministries

such as TEN-T Days,

events that provide

information on funding

opportunities. Regional

development agencies act

as initiators of projects

and organizers of events

to raise knowledge, local,

regional or transregional

learning interactions,

preparation of policy

documents and using the

regional e-HUB platform

as one of the tools.

M L L 50

Initiate and

support

installation of E-

CS according to

EU standards

enabling

Municipalities as

applicants for national

subventions for

purchasing E-CS keep

the condition of EU

standard, interoperability

M L H 60


Report

Pag. 109/202

interoperable

connection

and in cooperation with

E-CS operators the

integration of the

installed E-CS into

interoperable networks.

Municipalities provide

support through

investments in

infrastructure

(construction work,

network connections,

markings), preparation of

documentation and cover

of user charges.

Regional development

agencies initiate support

with pilot actions and

projects.

Support and

initiate actions

creating

interoperable

networks

The role of PAs is to

support the projects

building knowledge or

infrastructural capacity

for increasing

interoperable connection.

The role of RDAs is to

counsel, support PAs,

prepare and implement

project supporting the

creation of interoperable

networks.

H L M 21

Facilitate

contacts between

PAs and

stakeholders

(companies,

private investors,

private citizens,

...)

Municipalities are the

main actors of

intervention when it

comes to business

stakeholders needing

municipal services or

when it comes to areas of

extended economical,

including touristic,

development.

Development agencies in

Gorenjska as supporting

organizations with

H L M 41


Report

Pag. 110/202

national and

transnational networks

facilitating contact

between PAs and

business stakeholders.

Actively informing and

cooperating with national

institutes and electricity

distributers regarding the

lack of efficient

electricity grid capacity

and initiating capacity

building of the grid.

H L M 50

Municipalities as

promoters of e-

mobility

Municipality as the main

coordinator between

providers and users of

interoperability. On the

basis of information and

data on priority e-

mobility and

interoperability, the


(municipality) carries out

the continuous task of

informing and educating

users about the use and

positive effects, and the

accessibility of

equipment, means of

transport, as well as on

the effects of e-mobility

long term.

H

L

L

31

Increase in

number of E-CS

on the public

parking areas

Municipalities own

public spaces, are project

applicants to Eco Fund,

coordinators, are

responsible for

preparation of business

models, are marking

parking spaces with appropriate vertical


markings, are contractors

with private people, in

case the e-charging

stations are on private

H

M/L

H

Bled municipality:

31

Bled – Petrol: 11

Kranjska Gora: 21

Kranj: 31


Report

Pag. 111/202

land, and are the payers

for the establishment of

the system (connection to

the grid, constructional

works). Management is

handed to E-CS

operators.

RDAs support

municipalities as

coordinators between

national and local level

in provision of financial

and policy incentives.

Žirovnica: 41

Bohinj: 50

Cerklje na

Gorenjskem: 50

Žiri: 70

Utilize regional

e-HUB platform RDA Gorenjska, BSC,

Ltd., Kranj manages

regional E-HUB – a

website dedicated to

promote and inform

about e-mobility and e-

infrastructure, policies

and mapping of E-CS

infrastructure. Provision

of information by PAs to

the manager of the

website to inform on the

charging network

available to regional and

transnational users and to

promote local actions

connected to e-mobility.

PAs and Development

agencies promote the

website through their

communication channels

to increase visibility.

H L L 31

Support and

initiate creation

of national

informational

platform for e-

charging

infrastructure

under the

management and

control of the

BSC, Ltd, Kranj and

GEK initiated the idea of

unique national

informational platform

for e-charging

infrastructure. The idea is

supported and promoted

by Gorenjske Elektrarne

and Elektro Ljubljana

and a number of

H L L 21


Report

Pag. 112/202

national public

body.

municipalities in

Gorenjska. Idea is to be

proposed to the

responsible Ministry.

Transit of

vehicles for

public passenger

road transport,

public and

private business

fleets into

electric ones or

run on other

alternative fuels

Municipality awarding

concession for public

transport acting as

facilitators of the transit.

Public - private

cooperation in

facilitating available

national and EU

resources. Development

agencies and dedicated

offices in the Ministries

play a supporting role.

Public organizations

(municipalities, public

institutes, Triglav

National Park …) are

initiators of the change

when it comes to

organizational fleets for

business use. Private

business entities or

private persons may use

national financial

subventions.

M

L

M45

50

Increase number

of E-CS for e-

charging of

vehicles for

public passenger

road transport

and e-vehicles

for business use

– this action is

included

knowing the

investments of E-

Municipalities are the

main coordinators and

initiators of increasing

the e-charging

infrastructure for public

passenger road transport

with cooperation with

private sector or private

investors.

H

L

H/M46

n/a

Public authorities as

owners or co-owners of

e-vehicle fleet for

H M L47 n/a

45 Medium costs for the municipalities due to Eco Fund subventions and private-public partnerships. 46 The investment cost for municipalities depends on national subventions and public-private partnerships; however it may be

high due to infrastructural costs. 47 Cost evaluation for the preparation of the action.


Report

Pag. 113/202

CS for buses are

predicted.

business use of public

authorities are

responsible for

integrating the diffusion

of E-CS infrastructure

and localization in their

spatial plans and

initiating their actual set-

up. Public administration

will therefore aim to gain

subventions for the

payment of electricity

used on the public E-CS.

Provision of

infrastructure for

public transport

interchange,

P&R systems,

business zones,

airport area

Public authorities are

responsible for

establishment of P&R

systems and public

transportation: regulated

system of distributed

parking lots with support

system - organized forms

of transport with electric

vans and buses.

RDAs play a supportive

role as coordinators of

facilitators of financial

incentives form other

sources.

H L M-H48 41

Reinforce the

electricity grid

by cooperation

of local, national

public and

private

stakeholders

The responsibility of

local energy distributer

and RDA of Gorenjska

with the municipality

responsible is to

encourage activities on

the side of all actors in

order to improve basic

electrical infrastructure.

H M49 L 50

3.6.4 Action table

Tables of actions can be found in the Appendix no5 providing described information of actions by

municipalities according to the action name, strategic objective, area of intervention, action description,

48 Depends who is the investor and what are the costs of municipalities. 49 The time depends on the financial resources and engagement of the municipality.


Report

Pag. 114/202

PA role, bottleneck, expected results, estimated costs, funding method, current state, project life, project

start and end date, localization, work plan and activities description, impact on e-mobility, impact on the

environment, economic impact, overall impact on the territory and transferability.

The summary of these actions may be found under chapter 3.6.3.2.1 Ranking. By the 11th of October 2018, 8 municipalities of Gorenjska, RDA of Gorenjska, BSC, Ltd, Kranj and

Gorenjske Elektrarne jointly contributed 21 actions aligned with 6 RAP’s objectives.

3.7 Coherence of the RAP with other competent authorities' policies and other organization

In this chapter is provided a simple coherence matrix, with qualitative evaluation of coherence among

goals and actions with other plans, the ones described in chapter 3.4:

Table19: Coherence matrix between actions and local policies

Objective Action SUMPs LECs

Municipal

Development

Strategies

Bohinj for sustainable

mobility politic

Objective #

1

Facilitate

acquisition of

financial

incentives

supporting

municipal actions

in diffusion of e-

mobility

Building

knowledge

capacity

concerning E-CS

infrastructure,

operation and e-

mobility

Objective #

2

Initiate and

support

installation of E-

CS according to

EU standards

enabling

interoperable

connection

Support and

initiate actions

creating


Report

Pag. 115/202

interoperable

networks

Objective #

3

Increase in number

of E-CS on the


Increase number of

E-CS for e-charging

of e-vehicles for

public passenger

road transport (or

on alternative fuel)

and e-vehicles for

business use

Reinforce the

electricity grid by

cooperation of

local, national

public and private

stakeholders

Objective #

4

Utilize regional

RDA of Gorenjska

e-HUB platform for

mapping



informational

platform for e-

charging


the management

and control of the

national public

body.

Objective #

5

Facilitate contacts

between PAs and

stakeholders

(companies, private

investors, private

citizens, ...)

Municipalities

acting as promoters

of e-mobility

(informing users

about novelties,

promotion of usage)


Report

Pag. 116/202

– utilization of e-

HUB platform

Objective #

6

Transit of vehicles

for public passenger

road transport,

public and private

business fleets into

electric ones or run

on other alternative

fuels

Provision of

infrastructure for

public transport

interchange, P&R

systems, business

zones, airport area

3.8 Monitoring and assessment system

The proposed monitoring instrument is based on the description of the progress of the achievement of

the action goals (see table “action description”). The percentage of achievement during action time life

will be the measure of the action progress. The general starting date for the activities is 1st of January

2019, excluding specific activities which start is predicted within the year 2018.

Table 20: Monitoring and assessment template.

Actions Indicators Intermediate

evaluation

Dec 2019

Intermediate

evaluation

Dec 2023

Ending time

evaluation

2030

Result

Facilitate acquisition

of financial

incentives

supporting municipal

actions in diffusion

of e-mobility

Number of

financial

instruments

used /budget

acquired in

EUR

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period – 3rd

milestone

Baseline/Target 350/4;

396,876.99/1M

Building Knowledge

capacity concerning

E-CS infrastructure,

operation and e-

mobility

Number of

documented

learning

interactions

involving

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

50 LEAG, Instrument – Agreement for regional development, Interreg programmes and e-MOTICON and e-MOPOLI


Report

Pag. 117/202

municipalities51

milestone

Baseline/Target 12/30

Increase in number

of E-CS on the


Total number

of E-CS set

ups

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone


Provision of

infrastructure for

public transport

interchange, P&R

systems, business

zones, airport area

Number of

areas on

interventions

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone

Baseline/Target 0/9

Municipalities acting

as promoters of e-

mobility; utilization

of e-HUB platform

Number of

municipalities

acting as

promoters of e-

mobility

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone


Reinforce electricity

grid by cooperation

of local, national

public and private

stakeholders.

Initiative,

action taken by

municipality to

reinforce the

electricity grid

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone


Transit of vehicles

for public passenger

road transport,

public and private

business fleets into

electric ones or run

on other alternative

fuels

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone




Number of

actions

Indication of

starting date /

Indication of

the 2nd

Indication of the

3rd

51 meetings, workshops, participations as observers in EU projects, on-line trainings … 52 It is predicted that 16 more municipalities will join the action until 2030. 53 It is predicted that 6 more municipalities will initiate the same action by 2030, even if 1 committed to the action.


Report

Pag. 118/202

informational

platform for e-

charging


the management and

control of the

national public body

implemented indication of

reporting date

– 1st milestone

implementatio

n period – 2nd

milestone

implementation

period if

relevant – 3rd

milestone

Baseline/Target 0/1

Utilize regional

RDA of Gorenjska

e-HUB platform for

mapping

Number of

active years of

the platform

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone

Baseline/Target 1/5


actions creating

interoperable

networks

Number of

measures taken

supporting the

action

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of the

3rd

implementation

period if

relevant – 3rd

milestone


Initiate and support

installation of E-CS

according to EU

standards enabling

interoperable

connections

Indication of

starting date /

indication of

reporting date

– 1st milestone

Indication of

the 2nd

implementatio

n period – 2nd

milestone

Indication of

the 3rd

implementatio

n period if

relevant – 3rd

milestone

Indication of

starting date /

indication of

reporting date –

1st milestone


3.9 Implementation & reporting

The e-MOTICON Regional Action Plan will be implemented during the period 2019-2030, within this

time it shall be monitored by implementation, reviewed and updated in accordance with the outcomes

and needs of the periodic reports – Intermediate evaluations, chapter 3.8 and Quality Status Report in

2030, the EUSALP strategy, the new EU policies, national, regional (i.e. Regional Development Plan

2020 – 2027) and local policies.

54 Pilot action e-TRAIL 55 Initiating preparation of Eco fund call on the bases of RAP; building knowledge capacity regarding interoperability among

PAs by documented learning interventions, issuing guidelines, supporting regional stakeholders, municipal engagement 56 Project and pilot e-TRAIL, 57 Supporting regional stakeholders – execution of the action; initiating the support on the national level; engagement of PAs


Report

Pag. 119/202

The regional plan will be implemented by means of local measures, guidelines and other agreements and

the proposed and included action tables presented in Appendix no5. The sources of the implementation

will include contracting parties’ national programmes of measures, joint activities and partnerships with

other organisations. Some milestones to support implementation have already been identified.

In order to be able to effectively monitor progress it is necessary to report regional implementation of

the actions set out in this Regional Action Plan.

The Regional Action Plan is an open document that will be updated according to the regional, local

needs and future national policies up to 2030 (i.e. update of the national Action programme for

alternative fuels in traffic, for the period of 2018-2020, prepared June 12th 2018).


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4 COMMUNICATION STRATEGY

This chapter is providing a written reference upon which the progress may be judged. It indicates main

stakeholders and their collaboration. It identifies58:

- Clear and measurable communications objectives with evaluation

- Relevant audiences and available channels

- A plan of activities and a timetable

- Communication risks and mitigation

- Resources – financial and people.

4.1 Main regional, national and other stakeholders

Main regional stakeholders in the Gorenjska region are represented by regional development agencies,

local public authorities (i.e. municipalities, tourism institute), local economic sector and general public;

whereas national stakeholders are ministries, public agencies, NGOs and research institutes; from

economic sector auto-moto industry and producers of equipment and software for e-charging

infrastructure and supportive infrastructure, electricity providers and electricity distributers, E-CS

owners and service providers. Another segment of stakeholders are international funding institutions,

providing ERDF, CEF and other financial instruments and transnational partnership consortiums.

All mentioned stakeholder groups are important for achieving goals of this action plan, even though they

play different roles in the promotion. The communication strategy of this Action plan will focus on

public authorities in Gorenjska region – 18 municipalities, with mentioning of tourism institute

(Tourism Bohinj) and Triglav National park; regional electro distributer Gorenjske Elektrarne and

national public administration (e.g. Ministry of infrastructure).

4.2 Measurable communications objectives with evaluation

Communication objectives relate to the implementation of the Action plan in the next years. The

objectives are implementation of the set actions covering three main segments:

- Promoting e-mobility, raising awareness and changing behaviors

- Facilitating implementation of e-mobility and infrastructure

- Acquiring resources – human and financial

In the process of communicating the objectives they are: A. drivers, the people, organizations who are

initiating and promoting the actions leading to the objectives, B. influencers, who, which might not be

drivers; however they are influencing opinions and final results and C. supporters who support the

actions financially, politically or with other means.

58 University of Oxford, Writing a communications strategy, 2016


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Stakeholders who are pro e-mobility will partner in the actions. The ones who show interest however are

hesitant or opposed need to be persuaded to take action. For those who show no interest the aim is to

capture their attention. Third parties may be used to help persuade and create interest.

4.2.1 Promoting e-mobility, raising awareness and changing behaviours

Changing behaviours is a long term process initiated by raising awareness by promoting e-mobility. It

takes involvement of many different stakeholders segmenting and addressing target groups by custom

made approaches.

This Action Plan combines 2 actions for promotion of e-mobility from 4 municipalities, 4 actions from

RDA of Gorenjska, including up-keep of the e-HUB e-mobilitygorenjska.si website for the regional

promotion of e-mobility. The mentioned two actions address promotion by educating the users and

potential users of all generations, beginning with kindergartens and elementary schools. One action is

described generally and the other specifically targeting beside adults, children as well, changing

behaviors long run.

Other promotional actions not described in the main document, still being implemented are actions

initiated by Elektro Gorenjska that will keep motivating the municipalities for the investments in e-

mobility infrastructure and initiation of activities to upgrade the existing electrical grid for further

development of e-mobility infrastructure.

Gorenjske elektrarne and BSC, Ltd, Gorenjska has agreed to initiate and support the idea of a national

joint e-mobility infrastructure platform in the ownership and operation of the Ministry of infrastructure

that will nationally and internationally promote e-mobility. The Ministry will act as a driver and

influencer and the 2 mentioned organizations as supporters.

BSC, Ltd, Kranj in for the next 5 years committed to promote e-mobility by projects. Some are

supporting the diffusion of e-infrastructure and one on-going, the cooperation with the Ministry of

infrastructure for the promotion of e-vehicles and vehicles on other alternative fuels. This will be

supported by transnational European partnership network and ERDF funds. This action is supported by

1 municipality action in this document. However they are more municipalities in Gorenjska region

supporting this idea, without officially stating the action in this document.

These above mentioned actions will be a tool of persuasion for the local and other stakeholders that are

hesitant or opposed to the implementation of e-mobility and will aim to attract the indifferent

stakeholders.

Total number of promotional actions is therefore higher that described actions by municipalities. It has

to be taken into an account that the promotion of e-mobility will be initiated by the municipalities and

other regional stakeholders not contributing to this document.

Table 21: Identified promotional actions and actors

Action Actors Measure

General promotion of e-mobility 3 municipalities Annualy no. of actions for the

promotion/11 years/ baseline 0/


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target 1 per year

Promotion of e-mobility addressing

specific target groups

1 municipality 11 years / baseline 0 / target 1 per

year

Promotion of e-mobility by website RDA of Gorenjska Baseline 1 year/ target 11 years

Promotion of e-mobility by transnational

projects RDA of Gorenjska Baseline 3 / target at least 1

additional in the next 5 years.

Promotion of e-mobility by national

informational e-infrastructure platform

Ministry of

infrastructure,

RDA of Gorenjska,

GEK

Baseline 0 / target 1

4.2.2 Facilitating implementation of e-mobility and infrastructure

Facilitating implementation of e-mobility and infrastructure can be a latent way of promotion. It helps

by the first objective of raising awareness and changing behaviors. Users of e-vehicles and e-charging

infrastructure are promoters on their own, promoting by example and if properly utilizing their

experience also by their feedback on e-mobility. Potential users of e-vehicles and e-charging

infrastructure get a strong massage of the change and opportunity when seeing the set-ups of e-charging

infrastructure and e-vehicles on the road. Auto-moto industry and producers of equipment and software

for e-charging infrastructure are playing one of the mayor roles in diffusion of e-mobility. They are

responsible for provision of equipment and e-vehicles attractive by design, function, comfort, price and

availability to the customer. If one or more of this segments is unattractive other stakeholders driving

and influencing the transfer to e-mobility will have a harder job at achieving tangible results.

This Action Plan combines 7 types of actions for promotion of e-mobility by facilitating implementation

of e-mobility and infrastructure. 6 municipalities and RDA of Gorenjska committed to implement 16

actions. Beside submitted actions by regional stakeholders, GEK as operator of interoperable E-CS

network, regional electro distributer and owner of E-CS network is initiating promotion of e-mobility

infrastructure.

Actions of e-mobility implementation and infrastructure can be utilized promotionally. Every set up and

initiation of operation of E-CS, construction of P&R systems, setting up interoperable networks of E-CS

and similar actions have to be made official, accompanied by promotional activities and supported by

the Mayor of the municipality. A person within every municipal administration needs to be delegated for

the responsibility of promotional activities utilizing every opportunity and media channel (online, paper,

radio, TV, spreading a rumor, on the spot by signs …) to promote e-mobility and infrastructure. It is

advised that every event is promoted before the event happening and after the event.

Table 22: Identified promotional actions and actors


Promotion of mobility by

initiating projects implementing

e-mobility infrastructure

GEK Baseline implementation of 14

E-CS / target by 2030, 50 E-CS

installations.

Promotion of diffusion of e-

vehicles and vehicles on

RDA of Gorenjska,

municipality/s, Ministry of

Number of actions taken for

diffusion of AFVs. Baseline 5


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alternative fuels (AFV) infrastructure, transnational

cooperation

(project e-MOPOLI, national

legislation, hybrid bus in Kranj,

fleet change of TNP), e-vehicle

for public maintenance Bohinj /

target 6 additional (at least 4

municipalities purchasing AFVs,

1 strategic national policy

change, 1 promotional process

initiated)

Promotion of mobility by

initiating projects implementing

e-mobility infrastructure

Municipalities Baseline 28 E-CS / target 15

action implemented combining

10 actions of E-CS set ups (over

26 E-CS), 2 P&R systems,

enforcing the electricity grid

system and 2 other actions.

4.2.3 Acquiring resources – human and financial

Every attempt of promotion depends on resources. Every stakeholder dedicated to implementing e-

mobility and dedicated infrastructure has to identify and consider, reserve available human and financial

resources to reach the objective.

Well-chosen human resources bring in the needed financial resources. Public authorities, when choosing

the right people for the promotional activities, need to be attentive to the following:

- Is the person chosen for the job interested in the topic to be covered or in the delegated task?

- How good are the communication skills of the person chosen for the job?

- What are the person’s skills and knowledge and do they fit the job requirements?

- Is a person well representing oneself?

- Is the person acceptable for the audience?

- Is a person camera shy, prepared to do the interviews if needed, have speeches …?

- Is the one a busy or a productive person?

- Can the person chosen accept constructive suggestions for improvement and is one keen to

learn?

- Is a person flexible to adjust and mitigate crises?

- What is one’s working ethic; will a person bring an added value to the promotional activities

or just do the job?

- What are the expectations?

Financial resources can be acquired by several financing instruments provided by European and national

funds. For the municipalities interested to gain financial resources for e-mobility and e-mobility

infrastructure they might already know:

- Eco Fund, Fund for climate change

- LEAG

- Cohesion funds

- Nonrefundable co-financing instrument Environmental LIFE programme


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- Nonrefundable co-financing instrument ERDF fund

- Nonrefundable financing instrument Connecting Europe Facility (CEF), IPE – investment

plan for Europe

- European Fund for Strategic Investments (EFSI)

- Combination funding: CEF + EFSI + EIB (EIAH) + SID + private capital

- For investments and energy grid planning: Horizon 2020 Energy Efficiency and intelligent

Energy Europe

One action has been noted directly in the Action plan and one indirectly, indicating municipal

acquisition of Eco Fund financing.

Table 23: Identified promotional actions and actors promoting by utilizing financial and human

resources.


Promoting e-mobility by

facilitating acquisition of

financial incentives supporting

municipal actions in diffusion

of e-mobility.

RDA of Gorenjska, BSC, Ltd,

Kranj

Baseline 359 / target at least 3

additional

4.3 Relevant audiences and available channels

Municipalities and other public authorities can play an important role in e-mobility promotion, leading

by example, by policy making and implementation and active promotion on the events (attending the

events, photographing, making speeches …). Concerning municipalities, the mayors are the first to

communicate the e-mobility support to the general public as well as to the economic sector. Since the

municipalities are in the position of giving concessions to private companies responsible for the public

passenger road transport they should set a quota of e-vehicles and other vehicles on the alternative fuels,

in the fleet of passenger road public transport. By every change of fleet this quota should be applied.

This kind of decision making sends a strong massage of change to all audience.

Depending on who is communicating to whom and what, the relevant groups of audience to be

addressed for the promotion of e-mobility are:

- Economic stakeholders

- Public administration, policy makers

- Trend setters, lobysts

- Regional development agencies

- Institutes

- NGOs

- General public, all generations.

59 E-MOTICON, E-MOPOLI, LEAG


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Channels available to be used are60:

- Media: local, national, international; print, broadcast, web, social

- Lobbying: local and national government, funding bodies, special interest groups

- Marketing: brand, website, advertising, brochures, fliers, video

- Events: conferences, launch events, public speeches, tours of building sites, study visits

4.4 A plan of activities and a timetable

Properly planning promotional activities and implementing them creates a positive image and a good

name to an organisation or a cause. Promoting e-mobility is promoting cleaner environment, reduction

of noise, different user behaviors, different use of energy and a different way of living. Therefor one

should not do it only randomly, when opportunity occurs, even though this is also affective to a point,

it’ll not build an overall image, position, “brand”. It will not support the vision effectively. It is

recommended that municipalities plan the promotional activities annually and create a time table.

Since stakeholders are very much engaged in different activities timing is important. Scheduling the

timetable from the deadline backwards is an approach helping to avoid obstacles, pressure and time

congestions. Always planning a time buffer is essential. Other important aspects are: creating a

timetable of all activities, identifying points of attraction, media coverage, available spokes people and

places of venues, properly plan invitations and registrations, prepare affective monitoring and be

reactive to deviations.

Table 24: planning promotional activities for Action plan, example

May 2019 September 2019 December 2019

Media Announce set-up of new

charging stations, set up

interview, engage

stakeholders

Inform about the

progress

Organize a promotional

event, propose an

interview, engage

mayor

Publications Contact tourism

stakeholder, arrange the

meeting for integration

of the e-mobility

infrastructure change in

the brochure

Print the materials Distribute the brochures

at the opening event

Event Plan the invitation list,

venue, catering,

speakers – do the event

plan

Send out invitations;

engage in the

preparation of the

content.

Execute the event

60 Oxford, 2016


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4.5 Communication risks and mitigation

Even if perfectly planning a project of promotional activity there is always a risk that something goes

wrong. Therefor it is important to identify potential risks preventing achievement of the goal, even very

basic like, what if the responsible person gets ill, who is acting as a wing person? Or where, how one

should act in case of rain at the open event? Who should step in as a substitute for the spoke person if

first choice is not available at that time? Therefor it is important to identify them ahead, consider the

reaction of the involved and mitigate the risks. It is always good to have a plan B.

Always set the monitoring system to verify the results.

4.6 Resources – financial and people, in general

Resources are the most important aspect in every activity, thus as well in promotion, especially since the

promotion may be find in almost every activity. Human resources are the biggest asset and more

important than the financial resources. It is crucial to select the right people for the job.

In terms of creating a team, the responsible needs to define:

- The needs to be addressed to achieve the goal

- Identify the skills, knowledge and character of a person

- Identify inter relations within a team to match, make the right choice of people.

Each of the persons in a team needs to be empowered to do their job independently by the highest

standard, still having the support if needed. Praise is as important if the job is done well as the

consequences if the job is not done well. Measures to avoid mediocracy or worse have to be pre-

established. The concept of empowerment relates to gaining the knowledge, skills to execute the job as

well as to be free in how to do the job to the expected standard. It is important to know the strengths and

deficiencies of the people to fill in the gabs and act, manage, delegate the work accordingly. For every

team as well as for an organization it is essential to identify talents and potentials, protect and invest in

them, to keep or develop them. People destructive to the team or organization’s culture, environment in

general need to be removed from the team or disempowered, even if in average having good results.61

Regarding the financial resources, public authorities (municipalities and other) have an annual budget,

with a very specified plan of costs and few options for rebalancing. It is essential that the organization

expecting funds from municipalities or other public authorities gives a precise evaluation and

description of the cost, investment with results envisaged, conditions and prioritisation to manage

peoples’ expectations, to the deadline set by public authorities. Gaining funding from other sources

(national or EU funds) is an added value. Therefor municipalities have already defined sources of

financing. The support of external organizations, like regional development agency, is helpful in the

acquisition of additional financial resources.

61 This has been recommended by top 5 Slovenian managers, stating that those kinds of people are negatively influencing the

organisational climate, destroying the potential of harmonious development and growth of the other individuals, the team or

the organization.


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5 CONCLUSION

The role of the public administration of the e-mobility promotion and cooperation with all relevant

stakeholders is crucial in this stage of diffusion of e-mobility. The most important impact that the public

authorities may have on the e-mobility and mobility on other alternative fuels is creating corresponding

policies supporting the transition to the new way of energy use and mobility.

Additional promotion is setting up public E-CS infrastructure and changing their own fleets to electric

ones.

There is much to consider, from spatial planning, electricity generation, distribution, grid reinforcement,

e-charging infrastructure – considering: how many multi-dwelling settlements with no or open parking

lots are in the territory, how many with garages where E-CS can be established, how many single

residential homes are in the area and how many of those have the option of home e-charging station;

what is the e-charging capacity in business or public service facilities; touristic areas: where are touristic

flows, where are transit areas, commercial areas, industrial areas and what are the needs of the e- or

other alternative fuel charging infrastructure regarding the type of vehicles used? Currently the co-

financing support for the charging infrastructure of AFV (grants) is dedicated to public authorities.

Otherwise these considerations are in domain of private investors.

Informational platforms for E-CS infrastructure, interoperability and roaming systems are, should be

policy regulated and this is another role of public administration where they are in power and should be

responsible. According to the territorial analysis of the needs, they should set the percentage of non-

interoperable E-CS allowed or needed.

There is still a lack of interest from some local public authorities in supporting e-mobility and e-

charging infrastructure by financial means; because the subventions are a small part of the whole

investment and a lot of times the long and short term costs of investing in e-charging infrastructure are

too high for the municipal budget. The highlight is that private investors are more and more interested in

investing into e-mobility.

The E-CS infrastructure is in relation to the demand sufficient and spreading. The services are

improving. The downside is that the user will need to wait a while until the ad-hoc payment solutions

with credit are implemented also in the current E-CS services, which is already the standard in some

other Alpine space countries and required by European legislation. As well in this case policy makers

play a crucial role, regardless whether are on the local or national level.

The demand side is still lacking. Promotion of e-vehicles and vehicles on other alternative fuels is

another process that is being initiated. Public authorities need to start preparing policies supporting the

acquisition of e-vehicles and other vehicles on alternative fuel.

Promotion of e-mobility is manifested in many ways. Public administration has to consider measurable

communication objectives with evaluation, identify and address relevant audience and use available

communication channels, properly plan activities and timetables, identify risks and mitigate them. All of

the stated can only be done by identifying and acquiring resources.


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Even though all municipalities have been invited to contribute to this document, 10 out of 18 responded

and 9 gave the contribution of actions. For the 8 non responding municipalities one may speculate that

they are satisfied with the actions described in their local documents and they haven’t seen the need to

be included in the regional action plan.

From 18 municipalities and other private entities invited to give the suggestions for slogan and votes on

the proposed ones, 6 municipalities of Gorenjska, 1 regional development agency and 1 electro

distributor voted on the e-mobility slogan for Gorenjska and the most vots got: E-mobility on the way

with me. (E-mobilnost z menoj na poti.)


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Eco Consulting, d.o.o., Energija, Okolje, Ekonomija. 2012. Local Energy Concept of municipality

Železniki: Municipality Železniki.

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raziskave in izobraževanje, d.o.o. 2012. Local Energy Concept of municipality Žiri: Municipality Žiri.

T. Podgornik, M. Marinšek, N. Zupan. 2016. Local Energy Concept of municipality Žirovnica:

Municipality Žirovnica.

B. Gašperlin. 2012. Local Energy Concept of municipality Gorje: Municipality Gorje.

Eco Consulting, d.o.o., Energija, Okolje, Ekonomija, Kmetec U., Šaver A. et al. 2010. Local Energy

Concept of municipality Bled: Municipality Bled.

Pogačnik K. 2010. Local Energy Concept of municipality Naklo: Municipality Naklo

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municipality 2025+: Municipality Bohinj.

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D. L. Olson, Multi-criteria analysis: a manual. 1995. www.communities.gov.uk - community,

opportunity, prosperity

J. Rezaei. 2015. A Systematic Review of Multi-criteria Decision-making Applications in Reverse

Logistics. Transportation Research Procedia: Volume 10, Pages 766-776.

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723–747

Von Neumann, J, and Morgenstern, O. (1947). Theory of Games and Economic Behaviour, second

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Report

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7 APPENDIX

Appendix no1: Arrivals and tourists night stays by: country, municipality, measurements and months

Arrivals and tourists night stays by: country, municipality, measurements ,

months Municipality

/months

Tourist arrivals - total

2017M01

2017M02

2017M03

2017M04

2017M05

2017M06

2017M07

2017M08

2017M09

2017M10

2017M11

2017M12

Total

Stat

es tota

l

Bled 14386 11720 18699 31202 37206 48004 56740 50690 41226 34169 19290 16480 379

812

Bohinj 4872 6836 6698 6307 8940 18033 42730 50344 18944 8216 3080 6508 181

508

Cerklje

na

Gorenj

skem

2192 2707 3274 2775 3028 3798 5306 5629 3594 3069 894 2324 385

90

Gorenj

a vas -

Poljane

56 102 27 - 170 130 269 468 73 24 8 10 133

7

Gorje 356 465 176 336 304 576 897 1018 503 192 27 102 495

2

Jesenic

e

258 274 309 236 400 629 1695 2849 564 289 308 225 803

6

Jezers

ko

61 18 33 81 161 577 1595 1940 393 179 29 109 517

6

Kranj 3285 3287 4157 5880 6561 7284 8074 8753 7230 5794 4617 3841 687

63

Kranjs

ka

Gora

18793 20170 14098 10008 13095 21226 35122 42250 20785 12934 5454 16192 230

127

Naklo 476 550 505 743 595 1007 1801 1871 1352 755 386 406 104

47

Preddv

or

640 583 377 272 468 574 1323 1589 596 478 95 103 709

8

Radovl

jica

1359 1417 2242 4996 5564 11577 26010 28440 9367 3833 1671 2675 991

51

Šenčur 138 115 126 269 272 342 647 733 426 277 205 154 3704

Škofja

Loka

308 342 316 389 478 843 1256 1279 887 472 262 420 725

2

Tržič 65 93 151 78 190 479 1019 1380 336 143 40 204 417

8

Železni

ki

163 128 47 - 28 41 181 254 56 28 - 40 966

Žiri - - - z z z z z z z z z 0

Žirovni

ca

159 269 50 60 112 695 857 1121 380 215 126 393 443

7

Total 105

553

4

Source: SURS, 2018


Report

Pag. 135/202

Appendix no2: Domestic arrivals and tourist overnight stays by: country, municipality, measure, month

Domestic arrivals and tourist overnight stays by: country, municipality, measure , month

Tourist arrival - total

2017M01 2017M02 2017M03 2017M04 2017M05 2017M06 2017M07 2017M08 2017M09 2017M10 2017M11

Domestic

tourists

Bled 1583 1631 1725 2192 1436 1961 2407 1435 1675 1942 1660

Bohinj 2464 4602 3967 2039 2302 3978 9653 12492 3759 2495 1496

Cerklje na

Gorenjskem

400 809 381 332 276 525 416 504 196 382 138

Gorenja vas

- Poljane

47 102 27 - 29 85 88 109 8 5 8

Gorje 328 442 141 121 187 154 201 234 145 92 6

Jesenice 226 226 291 201 332 348 112 143 293 268 256

Jezersko 37 12 31 29 84 262 629 812 176 82 22

Kranj 309 711 330 488 456 379 328 742 391 488 648

Kranjska

Gora

7421 11014 6942 3309 3643 5523 9357 12810 3871 4659 2281

Naklo 92 70 93 239 54 80 181 204 143 103 73

Preddvor 23 56 26 26 39 132 406 661 139 121 31

Radovljica 350 312 502 421 325 628 1231 1235 397 309 308

Šenčur 10 11 18 42 14 35 14 26 18 20 60

Škofja Loka 58 52 94 39 62 98 74 76 85 53 93

Tržič 27 59 66 28 69 223 241 285 110 38 7

Železniki 73 104 38 - 15 28 75 75 17 19 -

Žiri - - - z z z z z z z z

Žirovnica 132 150 34 29 73 451 188 371 110 102 31

Total

Source: SURS, 2018


Report

Pag. 136/202

Appendix no3: Arrivals and tourist overnight stays from abroad by: municipality, country,

measurement, and months

Arrivals and tourist overnight stays by: municipality, country, measurement, months

Arrivals of tourists - total

2017

M01

2017

M02

2017

M03

2017

M04

2017

M05

2017

M06

2017

M07

2017

M08

2017

M09

2017

M10

2017

M11

2017

M12

Tot

Bled AT 139 128 493 1543 1076 1699 1506 1859 1285 1063 1734 424 129

49

BE 28 34 52 349 410 931 3683 1685 906 200 35 28 834

1

BG 70 85 80 129 62 130 168 110 132 49 77 75 116

7

BIH 165 108 322 252 156 202 151 101 175 177 165 97 2071

CY - 1 4 6 10 14 6 9 6 6 5 12 79

CZ 90 241 254 315 496 1238 3152 1879 1034 234 95 99 912

7

ME 44 21 36 39 24 42 52 26 33 21 32 27 397

DK 10 29 140 187 61 192 1246 191 272 55 17 8 240

8

EE 16 5 8 23 28 50 37 22 29 26 4 - 248

FI 8 7 45 125 233 409 502 108 168 111 25 33 177

4

FR 91 120 105 481 836 814 1626 1899 950 374 119 48 746

3

EL 7 11 21 53 33 40 78 47 25 28 18 13 374

HR 2368 1034 1180 1138 1123 1002 660 547 964 1485 1338 1310 14149

IE 36 57 53 118 244 795 1352 813 353 140 33 24 401

8

IS 1 1 3 190 23 77 51 13 59 5 - - 423

IT 3429 1588 1558 4956 1483 2170 2638 5301 1916 2091 2443 5228 348

01

LV 13 16 1 16 62 174 242 196 79 12 7 17 835

LT 4 11 6 58 20 117 185 79 76 6 6 49 617

LU 3 3 112 68 69 36 70 91 46 8 1 12 519

HU 210 275 446 1517 1061 1990 2705 1822 1058 1445 417 562 135

08

MK 59 27 26 61 77 66 45 89 89 66 43 30 678

MT 122 16 38 85 19 98 683 771 478 67 74 254 270

5

DE 218 181 1358 2112 3541 5671 4182 5251 5249 2900 832 558 320

53

NL 28 26 47 426 1136 2495 3620 3075 1145 240 53 33 123

24

NO 4 6 24 150 87 142 367 69 210 30 10 50 114

9

PL 60 72 759 418 512 563 1068 855 378 147 56 76 496

4

PT 21 22 9 60 65 94 87 82 101 55 24 40 660

RO 67 31 46 119 110 202 285 270 148 106 63 99 154

6

RU 169 78 140 205 263 342 558 502 344 249 225 106 318

1

SL 40 53 87 181 143 264 545 495 231 146 46 47 227

8


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Pag. 137/202

RS 786 1018 414 814 524 430 390 292 339 426 440 410 628

3

ES 47 24 57 207 227 661 1086 1831 429 200 52 67 4888

SE 6 1 19 105 148 449 1328 320 258 78 46 12 277

0

CH 28 26 38 205 464 425 706 574 393 217 80 41 319

7

TR 64 84 77 157 171 176 338 137 262 103 69 83 172

1

UA 45 25 64 85 112 86 197 121 163 77 25 76 107

6

UK 488 602 820 1174 2301 4262 5114 4744 4344 1365 642 1056 269

12 Other European states

42 55 40 102 164 137 119 43 96 75 60 73 100

6

ZA 4 8 - 24 35 30 49 22 35 14 4 12 237

Other African States

8 4 28 29 39 32 44 60 28 17 18 4 311

AU 187 91 71 317 922 1079 1156 1086 1382 466 82 417 7256

NZ 20 6 22 83 115 196 251 224 235 83 24 16 127

5 Other Oceania territory

- 34 2 - 3 5 1 1 2 1 7 1 57

IL 22 18 53 342 348 601 1557 2450 893 762 50 20 711

6

JP 174 136 525 1074 2086 2037 960 1172 1650 2319 1215 267 136

15

CN 123 111 205 510 1318 1252 781 674 808 1697 243 162 7884

R Korea

2056 2452 3981 3249 3630 2976 1836 1400 1169 2445 2237 1022 284

53

Other Asian states

731 680 1903 2629 4922 4861 3010 2929 4270 6693 3086 1570 372

84

BR 42 32 60 80 190 120 159 93 150 94 30 42 109

2 Other countries of South & Middle America

30 24 12 72 122 94 185 64 113 56 20 33 825

CA 42 16 169 216 459 507 453 324 750 433 37 31 343

7

ZDA 338 355 961 2156 4007 3568 3063 2437 3843 3064 1166 332 252

90

Bohinj AT 74 60 70 221 395 709 959 1252 407 239 133 48 4567

BE 29 26 28 133 111 379 3301 1919 909 46 6 22 690

9

BG 9 3 - 6 12 18 56 93 17 4 8 6 232

BIH 40 32 49 34 57 31 41 47 10 26 25 19 411

CY - - - 1 - 1 - 8 2 1 1 - 14

CZ 23 70 79 118 286 1039 5085 3729 1333 190 61 42 12055

ME 3 - 2 2 2 2 34 9 2 4 2 3 65


Report

Pag. 138/202

DK - 7 16 98 20 63 446 175 61 14 - - 900

EE - - - 2 - 7 13 32 17 5 - - 76

FI - 8 20 23 30 120 175 101 32 20 2 8 539

FR 48 56 58 108 373 433 1539 2791 700 112 33 129 638

0

EL 12 1 5 30 - 5 43 11 17 13 1 9 147

HR 821 547 581 384 329 448 671 811 314 470 252 452 608

0

IE 4 18 2 2 9 67 131 142 94 10 2 5 486

IS - - - 7 - 2 8 6 4 4 - - 31

IT 431 151 195 498 329 687 1237 3181 552 264 180 666 837

1

LV - 4 5 6 14 8 19 57 16 46 - - 175

LT 6 6 5 4 5 43 82 38 13 9 - - 211

LU - - - 2 - 3 18 64 12 2 2 - 103

HU 64 287 452 394 284 997 1511 1545 667 427 157 194 697

9

MK 12 9 5 14 10 7 9 6 9 7 4 - 92

MT 9 2 - - 2 9 7 30 16 0 7 14 96

DE 80 137 180 391 999 3080 5446 8839 3231 520 61 100 230

64

NL 18 77 54 104 305 984 3357 3579 676 114 12 27 930

7

NO - 12 5 6 4 57 102 27 22 0 2 2 239

PL 25 59 68 116 198 295 1139 1420 357 42 1 74 379

4

PT 4 2 2 6 9 10 40 22 16 16 1 4 132

RO 54 38 13 32 17 53 82 94 40 17 11 33 484

RU 112 64 11 38 51 166 257 261 122 47 12 70 121

1

SL 23 28 10 81 51 108 729 673 343 43 15 18 212

2

RS 128 76 42 102 92 52 111 292 42 36 23 58 105

4

ES 4 5 39 50 25 172 680 1132 253 77 14 40 249

1

SE 1 12 21 20 25 68 412 177 112 10 3 4 865

CH 0 17 11 18 114 212 640 401 241 59 1 6 172

0

TR 16 11 39 5 5 7 51 18 9 8 - 2 171

UA 18 8 31 4 29 48 117 161 71 47 22 49 605

UK 94 305 161 195 534 847 1772 1927 1172 231 26 102 736

6 Other European states

29 8 5 4 7 19 77 30 12 7 7 21 226

ZA - - - 2 8 2 15 25 11 2 - 4 69


- 1 3 6 2 13 9 20 11 4 2 - 71

AU 31 11 28 55 84 187 226 210 225 86 13 22 117

8

NZ 3 3 1 4 20 34 60 56 36 29 5 9 260


Report

Pag. 139/202

Other Oceania territory

- - - 1 1 1 - 9 5 1 - - 18

IL 3 3 16 105 105 196 781 1344 524 287 8 13 338

5

JP 2 7 - 6 13 7 41 23 72 7 1 44 223

CN 2 2 13 57 386 572 200 141 568 182 56 48 222

7 R Korea

48 7 333 424 606 649 332 131 498 828 217 153 422

6

Other Asian Countries

27 14 18 229 422 593 153 181 529 836 156 109 326

7

BR 12 9 2 4 14 8 19 23 12 6 - 1 110

Other South & Middle American states

7 5 9 15 6 42 41 47 39 14 4 5 234

CA 3 2 12 14 51 95 165 103 145 75 7 8 680

ZDA 79 24 32 87 187 400 638 439 587 177 28 29 270

7

Cerklje

na

Gorenjs

kem

AT 20 45 29 57 32 31 41 30 19 30 27 48 409

BE 21 14 22 10 9 86 135 172 43 16 15 27 570

BO 15 17 81 66 83 42 189 117 113 110 5 7 845

BIH 29 18 14 8 21 33 22 29 42 55 7 62 340

CY - - 1 1 - - - 2 1 4 - - 9

CZ 44 83 263 27 54 63 194 151 79 59 21 57 1095

ME 9 - 1 1 6 3 12 11 7 6 - 8 64

DK 3 3 3 7 5 15 74 20 7 5 3 13 158

EE - 1 - - 1 8 26 3 1 4 - 3 47

FI 3 5 6 10 25 36 55 16 13 7 5 4 185

FR 28 34 11 24 39 46 222 277 65 29 16 23 814

EL - 1 - - 3 9 16 13 1 8 3 7 61

HR 679 417 331 49 51 96 108 72 89 103 41 397 243

3

IE 6 - 6 11 2 8 20 6 10 1 3 11 84

IS - 3 - 1 - - 2 5 - 2 - - 13

IT 103 24 76 150 42 68 104 300 113 53 25 183 124

1

LV - 1 - - 5 2 9 19 13 1 - - 50

LT 1 10 1 1 - 8 7 44 - 21 - 3 96

LU - - - - - - 2 2 - - - - 4

HU 266 749 283 51 268 306 433 296 250 200 104 342 354

8


Report

Pag. 140/202

MK 13 6 38 17 18 31 7 12 11 46 11 17 227

MT - - - 9 - - 9 - - 1 - 4 23

DE 64 84 79 128 101 218 406 620 277 148 138 67 233

0

NL 16 24 19 17 24 43 260 280 32 18 13 46 792

NO 7 7 2 10 2 - 16 13 6 7 2 1 73

PL 9 6 80 80 152 168 92 185 135 38 28 84 105

7

PO 5 3 - 2 - 6 4 6 3 6 1 1 37

RO 16 25 11 9 6 14 38 46 14 31 13 43 266

RU 19 9 29 19 19 20 54 63 39 13 15 8 307

SL 8 29 28 17 17 70 27 70 122 7 2 5 402

RS 71 77 83 54 31 71 55 109 38 33 24 43 689

ES 10 7 10 17 7 3 26 77 21 16 2 7 203

SE 11 3 20 21 15 5 94 47 15 15 9 11 266

CH 17 5 12 13 13 11 56 31 14 3 6 6 187

TR 2 3 654 666 691 688 719 514 619 783 31 47 541

7

UA 7 11 8 13 4 58 38 23 7 2 3 5 179

UK 41 86 56 47 46 27 89 155 109 54 23 33 766

Other Europe

an states

28 7 8 23 29 12 27 25 17 43 24 27 270

ZA 2 - - - 5 - - - 2 - - - 9


- 1 1 - 4 6 4 12 1 4 - 2 35

AU 11 5 1 3 2 15 10 15 29 4 6 5 106

NZ - - 1 1 2 - 3 4 13 1 - 1 26


- - - 2 - - - 1 - - - 2 5

IL 1 1 - 4 3 33 210 302 87 16 2 - 659

JP 5 1 - 8 16 9 4 24 4 8 4 11 94

CN 12 1 77 80 312 223 121 27 79 40 31 8 101

1

R Korea

141 34 387 546 359 378 375 577 540 397 56 - 379

0


11 5 101 99 131 142 232 127 124 126 10 25 113

3

BR - 3 1 2 - 6 6 4 2 4 - 2 30


Report

Pag. 141/202

Other countries of South & Middle America

9 1 7 11 3 9 7 5 6 4 1 6 69

CA 9 7 7 8 21 10 69 52 22 25 3 8 241

ZDA 20 22 45 43 73 137 161 114 144 80 23 28 890

Gorenja

vas -

Poljane

AT - - - - 26 1 8 40 - - - - 75

BE - - - - - - 25 12 4 - - - 41

BIH - - - - 9 - - - - - - - 9

CZ - - - - - - 10 4 - 2 - - 16

DK - - - - - - 2 1 - - - - 3

FR - - - - - - 22 28 - - - - 50

EL - - - - - - - 8 - - - - 8

HR 9 - - - - - - 2 - - - - 11

IE - - - - 2 - - - - - - - 2

IT - - - - 5 1 28 79 4 - - - 117

LV - - - - - - 1 - - - - - 1

HU - - - - - 2 3 - 5 2 - 3 15

DE - - - - 72 2 28 111 19 4 - - 236

NL - - - - 1 - 10 6 - - - - 17

PL - - - - 2 2 21 2 2 - - - 29

RU - - - - - 1 - - - - - - 1

SL - - - - - - - 28 - - - - 28

RS - - - - - - - 2 - 2 - - 4

EL - - - - - - 2 2 2 4 - - 10

SE - - - - - - - 2 - - - - 2

CH - - - - - - 7 8 3 - - - 18

UA - - - - - - - 1 - - - - 1

UK - - - - 12 28 8 4 12 0 - - 64

AU - - - - 2 4 1 0 9 - - - 16

NZ - - - - - - - 1 - - - - 1

IL - - - - - - - - - 2 - - 2

Other Asian states

- - - - 1 - 1 0 - - - - 2


Report

Pag. 142/202

Other South &Middle American states

- - - - - - 2 - - - - - 2

CA - - - - - - - 8 2 - - - 10

ZDA - - - - 9 4 2 10 3 3 - - 31

Gorje AT - - - 7 2 8 11 2 4 3 - 4 41

BE - - - 7 18 16 68 31 20 - - - 160

BG 1 - - - - 5 8 3 - - 8 - 25

BIH - - - - - 3 18 4 2 - 1 3 31

CZ - - - 13 1 19 54 34 15 - - - 136

DK - - - - - - 15 3 1 2 - - 21

EE - - - - - - - 6 - - - - 6

FI - - - - 2 - 5 - 2 - - - 9

FR - 6 - 5 3 10 56 38 8 3 - 2 131

EL - - - - - 9 1 - - - - - 10

HR 6 15 16 - 2 16 24 21 5 10 8 2 125

IE - - - - - 4 5 11 10 - - - 30

IS - - - - - - 1 - - 1 - - 2

IT 8 2 2 45 8 32 22 84 32 25 - 37 297

LV - - - 2 9 - - - - - - - 11

LT - - - - 2 - 1 2 - - - - 5

HU - - - 47 8 50 72 54 22 12 2 6 273

MK - - - - - - - 2 - - - - 2

MT - - - - - 2 3 4 - - - - 9

DE 4 - - 42 7 39 46 64 85 15 - 3 305

NL - - - 11 8 15 48 24 24 - - - 130

NO - - - - - 4 4 1 - - - - 9

PL - - 4 5 6 10 25 35 20 - - - 105

PO - - - - - - - 3 1 - - - 4

RO 2 - - 1 - 20 2 4 2 2 - - 33

RU - - - 1 2 5 6 9 4 2 - - 29

SL - - - - - - 13 17 1 - - - 31

RS 5 - - - - 24 1 18 4 - - - 52

ES - - - - - 5 19 70 2 3 - - 99

SE - - - 4 - - 15 2 0 - - - 21


Report

Pag. 143/202

CH 1 - - - 3 - 2 2 3 - - - 11

TR - - - 3 - - 1 2 - - - - 6

UA - - - - - 3 11 3 - - - - 17

UK - - 2 8 13 40 49 78 17 - 2 2 211

Other European states

- - - - - 4 2 2 8 - - - 16

ZA - - - - - - 3 - - - - - 3


- - - - - - 1 2 - - - - 3

AU 1 - 2 - - 6 4 - - 8 - - 21

NZ - - - - - - 1 - 2 - - - 3

IL - - - 2 3 4 37 101 11 - - - 158

JP - - - - - - - - - 1 - - 1

CN - - - 4 - 1 2 - 17 - - - 24

R Korea

- - - 1 - - 4 23 - - - - 28


- - 1 1 9 - 15 12 8 2 - 1 49

BR - - - 2 - - 3 - 6 2 - - 13


- - - - - - 2 1 1 - - 10 14

CA - - 2 2 6 9 1 4 2 2 - - 28

ZDA - - 6 2 5 59 15 8 19 7 - - 121

Jesenic

e

AT - - 4 1 6 6 39 35 12 2 1 - 106

BE - - - 1 - 10 139 83 5 - - - 238

BG - - - - - - - 14 - - - - 14

BIH 10 4 - 6 2 2 5 12 11 - 2 - 54

CY - - - - - - 3 - - - - - 3

CZ - - - 14 12 68 203 245 56 - - - 598

DK - - - - - - 8 10 - - - - 18

EE - - - - - - 1 7 - - - - 8

FI - - - - - 2 - 6 - - - - 8

FR - - 6 - - 13 102 230 10 - 1 - 362

EL - - - - - - - 2 - - - - 2


Report

Pag. 144/202

HR 4 1 - 1 20 13 3 9 3 - 4 - 58

IE - - - - - - 4 17 - - - - 21

IS - - - - - - - 2 - - - - 2

IT 13 36 - - 1 15 58 318 4 - 38 3 486

LV - - - - - - 14 3 - - - - 17

LT - - - - - - 12 23 - - - - 35

LU - - - - - - 1 3 - - - - 4

HU - - - - 1 - 56 98 6 - 1 - 162

MK 2 2 6 1 - 3 2 - 1 - - - 17

MT - - - - - - 3 - 1 - - - 4

DE - - - 3 17 97 280 684 81 8 3 - 117

3

NL - - - - 3 28 327 449 16 4 - - 827

NO - - - - - - 1 - - - - - 1

PL - - - 2 - 13 85 105 9 4 - - 218

PT - - - - 1 - 4 11 - - - - 16

RO - - - - - - 5 4 - - - - 9

RU - 1 - 1 - - 7 8 1 - 1 1 20

SL - - - - - 2 30 41 7 - - - 80

RS 1 1 - - - - - - 2 - 1 3 8

ES - - - - - - 39 94 2 - - - 135

SE - - - - - - 29 20 - - - - 49

CH - - - - 2 - 36 24 7 - - - 69

TR - - - - - - - - 1 - - - 1

UA - 1 - - - - 1 3 - - - - 5

UK - - - - - 1 37 71 20 - - - 129


1 - 2 5 3 0 2 - - 1 - 1 15

ZA - - - - - - - 2 - - - - 2


- - - - - - 4 5 - - - - 9

AU - - - - - 2 4 7 1 - - - 14

NZ - - - - - 4 12 7 4 - - - 27

IL - - - - - - 13 19 4 - - - 36

JP - - - - - - 3 - - - - - 3


Report

Pag. 145/202

CN

- 1 - - - - 1 - - - - - 2

R Korea

- - - - - - 2 5 - - - - 7

Other asian Countries

- 1 - - - - - 18 - 1 - - 20


- - - - - - - 1 - - - - 1

CA - - - - - - 2 2 - - - - 4

ZDA

1 - - - - 2 6 9 7 1 - - 26

Jezersk

o

AT 3 - 2 3 21 29 31 77 25 23 2 2 218

BE - - - - 1 5 158 98 8 0 4 5 279

BG - - - - - - 2 - - - - - 2

BIH - - - - - 4 - 1 - 1 - - 6

CZ - - - 8 3 59 181 160 61 11 - 1 484

DK - - - - - 2 4 2 2 - - - 10

EE - - - - 1 - - 3 - - - - 4

FE - - - 2 - 2 1 3 - - - - 8

FR - 1 - 1 4 2 24 32 4 4 - 2 74

EL - - - - - - 1 - - 1 - - 2

HR 0 - - - 1 17 76 87 2 18 - 1 202

IE - - - - - - 2 - - - - - 2

IS - - - - - 4 - - - - - - 4

IT 14 2 - 18 4 9 35 134 20 8 - 35 279

LT - - - - - 3 - - - - - - 3

LU - - - - - - - 11 0 - - - 11

HU 2 3 - 15 2 2 17 9 3 4 - 5 62

MT - - - - - - - 4 - - - - 4

DE 2 - - 2 19 113 208 207 53 16 - 1 621

NL - - - - 7 27 109 151 8 3 - 2 307

PL - - - - 1 7 30 41 8 - - - 87

PO 1 - - - - - - - - - - - 1

RO - - - - - - 1 - - - - - 1

RU - - - 2 5 - 2 3 - - - - 12

SL 0 - - - 3 4 15 13 3 - - - 38


Report

Pag. 146/202

RS - - - - - - 11 6 1 - - - 18

ES - - - - - - 6 26 5 1 - - 38

SE - - - - - 5 5 3 - - - - 13

CH - - - - 1 5 7 8 - - - - 21

TR - - - - - - 1 - - - - - 1

UA - - - - - - 4 6 - - - - 10

UK 1 - - - 1 9 15 20 5 2 1 1 55

Other

European states

- - - - - - 1 2 0 - - - 3

AU - - - - - 4 6 6 2 - - - 18

NZ - - - - - - 1 1 - - - - 2

IL - - - - 1 - 2 4 4 5 - - 16

R

Kore

a

- - - - - - - - - - - 4 4

Other Asian states

- - - - - 1 4 1 - - - - 6

Other countries of South & Middle America

- - - 1 1 - - 2 1 - - - 5

CA - - - - - - - 1 - - - - 1

ZDA 1 - - - 1 2 6 6 2 - - 1 19

Kranj AT 36 69 99 140 277 156 97 156 129 69 112 50 139

0

BE 15 13 22 33 26 122 314 174 134 28 38 30 949

BG 9 23 24 267 65 82 156 273 229 25 11 4 116

8

BIH 36 33 29 42 165 87 57 80 79 60 117 53 838

CY - - 1 - - 2 - 2 - 1 - 1 7

CZ 40 43 81 49 65 101 136 185 144 95 41 39 101

9

ME 10 19 17 7 74 17 18 21 17 42 117 16 375

DK 2 8 9 7 4 12 53 12 10 10 3 7 137

EE - - 18 3 12 17 32 13 9 11 5 2 122

FI 2 15 12 2 18 21 65 28 29 24 4 6 226

FR 31 52 28 31 64 61 152 252 112 93 58 91 102

5

EL 2 12 6 3 8 5 69 19 6 12 12 5 159

HR 125 94 106 157 179 138 155 205 179 102 167 156 176

3

IE 4 2 6 10 4 14 29 40 11 13 13 8 154


Report

Pag. 147/202

IS - - 1 - 3 1 - - 3 - - - 8

IT 290 73 163 96 158 111 187 355 123 145 89 454 224

4

LV - 1 1 - 10 9 6 49 10 2 3 2 93

LT 1 2 26 - 5 4 10 22 8 10 4 8 100

LU - - 2 - 2 5 3 4 6 2 5 3 32

HU 296 371 302 158 132 202 304 300 278 105 33 74 255

5

MK 51 24 22 44 41 53 28 53 29 44 21 39 449

MT - - - 1 9 8 - - 8 2 - 1 29

DE 123 108 169 225 352 574 463 812 632 248 171 128 400

5

NL 24 18 28 31 168 347 287 369 295 53 36 13 1669

NO 11 27 10 2 - 6 14 8 1 3 5 11 98

PL 20 28 47 274 317 286 451 463 394 64 61 41 244

6

PO - 7 12 3 14 10 8 13 10 24 4 12 117

RO 1 15 28 6 17 33 55 39 32 23 9 12 270

RU 49 52 26 72 43 64 47 53 33 27 26 15 507

SL 18 12 25 97 52 24 98 61 19 30 31 18 485

RS 148 80 203 537 306 293 120 271 305 962 100 332 365

7

ES 3 9 26 26 46 59 82 111 58 46 21 21 508

SE 5 10 15 14 29 35 41 39 28 14 17 17 264

CH 21 19 35 29 50 37 78 71 47 16 28 14 445

TR 27 9 22 6 22 6 29 23 43 24 34 12 257

UA 21 21 10 13 22 20 17 47 28 61 10 8 278

UK 44 34 48 50 53 105 130 115 117 50 56 41 843


55 29 38 49 51 36 40 68 50 35 37 44 532

ZA 25 3 - 32 2 30 19 1 1 1 - - 114

Other African states

1 1 6 5 34 7 10 11 11 7 8 8 109

AU - 14 2 1 3 19 21 29 27 11 1 4 132

NZ - 3 - 4 - - 3 3 2 - 4 2 21


1 - - - - - 2 1 1 - - - 5

IL - 1 31 9 10 54 181 154 38 28 2 9 517

JP 3 6 14 5 132 70 100 42 168 7 99 12 658


Report

Pag. 148/202

CN 3 4 67 167 562 728 431 286 434 313 95 41 313

1

R Korea

1350 1145 1737 2628 2296 2593 2929 2452 2192 2029 2159 1512 250

22

Other Asian states

38 26 221 11 134 67 107 79 134 256 59 36 116

8

BR 3 - 1 7 2 6 8 9 4 5 1 - 46


3 14 6 2 10 5 7 8 9 6 - 3 73

CA 2 2 5 8 6 23 20 24 58 21 7 3 179

ZDA

27 25 20 29 51 140 77 106 115 47 35 28 700

Kranjsk

a Gora

AT 372 509 934 390 833 955 1070 1412 827 597 424 382 870

5

BE 46 161 10 134 87 293 1444 909 378 23 10 31 352

6

BG 45 49 20 20 54 74 112 178 66 30 17 73 738

BIH 850 106 67 38 59 146 127 148 106 117 38 137 193

9

CY - 4 1 4 1 1 17 2 - 1 - - 31

CZ 93 191 130 142 218 811 3437 2262 995 80 39 62 846

0

ME 128 27 9 10 67 43 28 67 156 24 1 28 588

DK 6 16 9 7 17 32 327 36 29 12 - 1 492

EE 4 5 11 16 16 19 22 27 4 13 - 6 143

FI 27 41 51 18 31 104 158 73 71 16 - 6 596

FR 99 216 118 138 105 114 609 994 215 103 18 23 275

2

EL 20 4 - 16 10 11 50 44 14 12 0 1 182

HR 4731 1558 1512 266 344 687 996 1216 541 332 252 1327 137

62

IE 64 64 1 14 13 24 51 92 39 14 1 12 389

IS - 2 - 2 - 22 - 8 1 1 1 - 37

IT 1856 2015 1513 1748 645 1764 2237 5137 1987 1310 1230 4043 254

85

LV 10 2 8 14 5 50 121 37 28 11 7 15 308

LT 3 1 12 19 6 15 39 25 7 4 1 5 137

LU 0 4 2 3 1 6 19 35 2 - 15 7 94

HU 177 258 214 306 388 779 1263 1299 449 292 31 137 5593

MK 96 36 15 22 30 22 48 29 22 19 5 14 358

MT 8 24 2 3 1 4 136 158 133 - 4 69 542

DE 213 239 639 665 2051 2884 3348 4549 3276 1591 93 274 198

22


Report

Pag. 149/202

NE 43 39 32 92 195 425 1403 1890 559 65 14 37 479

4

NO 12 44 506 4 11 75 136 61 131 52 1 5 103

8

PL 96 148 335 233 196 667 1240 1277 659 105 27 41 502

4

PO 6 23 - 47 8 6 21 35 9 7 3 14 179

RO 49 91 20 84 49 75 131 180 70 24 22 169 964

RU 185 133 60 33 36 95 159 153 180 73 20 121 124

8

SL 87 92 63 95 106 153 579 767 304 45 17 35 234

3

RS 871 1151 194 151 281 227 242 278 518 198 79 294 448

4

EL 22 46 21 17 54 43 354 790 120 42 17 20 154

6

SE 14 27 47 17 69 129 448 123 52 12 1 10 949

CH 77 30 99 92 146 193 371 415 480 183 6 45 213

7

TR 266 81 18 75 76 42 141 45 70 11 5 23 853

UA 86 35 12 7 81 45 114 51 34 23 33 51 572

ZDA 322 1422 104 156 519 944 1150 1055 962 221 11 349 721

5


42 32 12 10 31 14 30 27 19 12 9 37 275

South Africa

- 5 0 1 5 8 18 4 6 - - 10 57

Other

African states

0 - - 4 11 6 23 14 12 - 4 1 75

AU 50 34 9 5 43 107 67 102 111 25 - 69 622

NZ 10 8 9 50 7 9 44 21 13 8 1 8 188


- 1 1 1 - - - 3 5 - - - 11

IL 4 19 9 391 229 644 1011 1281 946 676 12 42 526

4

JP 23 8 40 7 37 88 42 30 33 20 4 4 336

CN 35 33 6 111 347 283 185 114 138 148 42 167 160

9

R

Kore

a

43 6 156 892 1518 1872 1335 1196 1545 1506 587 211 108

67

Other Asian states

14 16 26 54 162 266 249 282 95 66 22 78 1330

BR 15 5 4 - 11 8 25 22 18 7 - 6 121

Other South & Middle America states

20 12 4 13 17 33 55 35 34 16 4 16 259

CA 20 27 19 4 44 56 99 51 43 28 4 18 413


Report

Pag. 150/202

ZDA 112 56 72 58 181 330 434 401 402 100 41 65 225

2

Naklo AT 21 71 11 63 16 14 30 49 67 31 14 19 406

BE 3 2 6 7 5 7 111 54 43 4 6 - 248

BG 6 - 6 26 4 2 14 5 12 4 8 5 92

BIH 24 10 21 20 32 24 24 43 48 26 20 10 302

CY - - - - - - - - 1 2 - 6 9

CZ 20 25 11 6 6 62 34 17 11 19 6 15 232

ME 5 7 3 2 5 4 15 17 17 2 6 10 93

DK 1 - 4 - - 8 23 1 1 2 1 - 41

EE 2 - - 3 - - 11 - - - - - 16

FI 2 2 5 1 - 4 4 4 5 - - 13 40

FR 13 23 15 3 12 11 81 78 22 12 9 14 293

EL - 9 - - 4 - - 1 4 6 5 1 30

HR 34 50 63 23 25 16 22 48 51 30 30 18 410

IE 7 1 1 - 2 4 6 19 9 6 - 1 56

IT 49 15 76 19 32 74 31 55 32 55 31 9 478

LV - 9 - - - 4 5 2 - - 2 - 22

LT - - - 1 - 28 36 29 - - - - 94

LU - - 2 1 2 3 - 6 - - 1 - 15

HU 9 8 15 86 61 158 176 226 94 56 13 5 907

MK 14 12 7 16 10 9 23 33 34 9 4 7 178

MT 1 - - - - - - - - - - - 1

DE 57 90 60 40 112 193 223 232 190 62 50 28 133

7

NL 2 15 7 7 24 45 190 191 13 9 3 6 512

NO - - 1 - - 3 11 3 2 - - 2 22

PL 7 4 9 7 11 16 27 15 23 43 11 11 184

PT 1 - 1 1 - - - - - 1 - - 4

RO 14 2 2 - 3 1 58 6 4 - 4 3 97

RU 5 2 1 1 1 2 - 38 17 1 - - 68

SL 2 19 5 3 6 20 5 1 24 2 1 3 91

RS 45 63 36 143 53 24 25 42 44 186 50 152 863

ES 1 1 3 1 - 10 4 18 7 1 - - 46

SE 5 1 - 1 6 11 32 21 11 4 7 1 100

CH - 2 11 2 6 11 27 24 17 5 3 3 111


Report

Pag. 151/202

TR 10 2 9 6 9 24 40 9 22 2 4 - 137

UA 2 1 3 - - 2 10 10 10 1 10 - 49

UK 4 2 7 6 1 3 4 12 3 1 3 6 52


8 9 - 3 8 20 24 27 10 7 5 3 124

ZA 2 1 - - - - - - 1 43 1 - 48


2 1 - - - - 5 - 5 - - - 13

AU - - - - 2 - 10 4 - - - - 16

NZ - 6 - - - - - - - - - - 6

IL - - 1 - 1 19 - 39 2 - - - 62

JP - 2 - - - - 5 - - - 1 - 8

CN

1 - 2 - 7 12 3 4 15 9 2 - 55

R Korea

- 1 - - 31 63 250 261 313 - - 15 934


2 2 - - 28 6 11 - - 2 1 1 53

BR - - 1 - 5 - - - - - - - 6


- - - 1 1 4 - - 2 - - - 8

CA - - 2 2 - - - 3 - - - - 7

ZDA

3 10 5 3 10 6 10 20 23 9 1 3 103

Preddv

or

AT - - 14 17 17 37 40 30 27 16 6 3 207

BE - - - 1 2 12 41 46 10 - - - 112

BG - 2 1 7 - 13 21 38 4 3 - - 89

BIH 6 12 4 2 - 3 4 1 - 4 - - 36

CZ - 3 2 2 4 16 68 33 22 9 - - 159

ME - - - - - - - - - 1 1 - 2

DK - - - - - - 13 - - - - - 13

EE - - - - 2 - 6 - - - - - 8

FI - - - - - 2 5 - 1 - - - 8

FR - 3 - - - - 29 40 3 4 1 - 80

EL - - - - - - 2 - - - - - 2

HR 542 381 118 59 18 48 89 132 17 29 6 74 151


Report

Pag. 152/202

3

IE - - - - 3 4 2 - 12 - - - 21

IT 4 2 1 7 11 50 25 118 41 11 1 7 278

LT - - - - - - 2 44 12 - - - 58

LU - - - - - - 2 - - - - - 2

HU 12 40 - 25 7 10 65 25 9 11 - - 204

MK - 2 - - - - 4 - - 1 1 - 8

DE 3 3 14 18 49 59 118 137 74 15 3 3 496

NL - - - 1 2 2 61 58 16 3 2 4 149

NO - - - - - 3 4 - 8 - - - 15

PL 1 - 5 2 7 2 14 18 3 4 - - 56

PT - - - - - - 1 - - - - - 1

RO 13 - - 4 3 - 6 2 - - - - 28

RU - 5 3 - 1 - 10 7 27 - - 2 55

SL - - 1 1 20 - 22 11 20 2 - - 77

RS 2 1 3 12 38 19 12 5 10 5 - - 107

ES - - - - 2 - 8 14 - 1 2 - 27

SE - - - 4 - 2 9 4 - 2 - - 21

CH - - 15 - - 2 16 7 - 11 2 2 55

TR - - 1 - - - 3 8 - - - - 12

UA - - - 3 - - 5 4 - 3 - - 15

UK 2 5 - 3 12 8 33 37 8 9 - - 117


- - - - - - 1 2 37 - 1 - 41

ZA - - - - 1 - - - 2 2 - - 5


- - - - 1 - - 1 1 - - - 3

AU - - - - 5 9 17 8 6 - - - 45

NZ - - - - 2 - 3 2 - - - - 7

IL - 2 - - - 6 25 53 11 - 38 - 135

JP - - - - 40 - - - - - - - 40

CN

- - - - 26 4 5 3 - - - 1 39

R Korea

32 66 167 74 141 124 111 32 52 204 - - 100

3


Report

Pag. 153/202


- - - 1 1 2 - - - - - - 4

BR - - - - - - 7 - - - - - 7


- - - 1 - - - 3 - - - - 4

CA - - 2 2 - 2 3 2 8 2 - - 21

ZDA

- - - - 14 3 5 3 16 5 - - 46

Radovlj

ica AT

44 38 117 214 398 428 604 808 375 244 155 89 351

4

BE 6 6 9 33 61 267 2291 1197 293 45 7 21 423

6

BG 28 16 10 79 54 79 82 107 30 21 10 11 527

BIH

47 36 27 74 32 68 87 62 81 40 62 43 659

CY 2 2 2 2 2 9 12 10 2 2 2 2 49

CZ 13 22 25 114 105 284 1475 1143 374 127 14 13 370

9

ME 21 7 3 11 13 7 4 37 13 17 9 7 149

DK - - 2 37 36 108 834 157 52 7 - 1 123

4

EE - - 1 - 10 34 21 45 1 - - 1 113

FI 1 1 3 17 30 53 101 36 42 7 4 1 296

FR 9 27 35 80 67 187 1119 1543 202 148 20 35 347

2

EL - 3 8 2 3 6 16 37 10 5 1 11 102

HR 97 69 136 130 171 270 205 181 198 178 105 170 191

0

IE 1 6 6 16 28 99 230 143 60 6 2 1 598

IS - - 2 - 2 - 2 6 4 - - - 16

IT 190 71 61 436 77 354 867 2545 329 210 136 725 600

1

LV 2 - 6 1 4 65 9 61 12 5 1 1 167

LT - - 1 2 4 74 118 86 8 - 1 1 295

LU 7 - 5 31 - 9 35 100 17 2 - 11 217

HU 36 8 18 150 108 407 724 791 247 241 70 73 287

3

MK 32 9 8 10 13 11 45 48 14 16 7 11 224

MT 4 - - 2 - 2 2 3 17 4 4 4 42

DE 118 71 109 709 1271 4095 4534 7477 3198 592 151 93 224

18

NL 15 7 9 94 262 722 6051 4922 410 49 14 32 125

87

NO - 1 1 6 - 59 160 55 11 5 1 - 299

PL 3 11 68 81 67 310 577 792 175 21 12 10 212

7


Report

Pag. 154/202

PT - 4 1 8 2 21 39 68 16 5 - 1 165

RO 8 2 2 32 18 45 87 165 29 21 12 44 465

RU 5 4 8 12 28 23 68 77 27 26 12 28 318

SL 4 1 7 43 78 138 209 191 174 15 2 2 864

RS 52 162 114 87 61 68 98 112 48 54 36 104 996

ES 1 1 2 55 16 69 327 769 93 45 11 15 140

4

SE 4 2 4 7 38 120 440 115 59 6 6 3 804

CH 25 24 27 92 88 219 586 441 192 42 12 47 179

5

TR 4 1 2 2 38 11 44 44 9 4 3 - 162

UA 2 - - 13 17 21 46 48 25 15 30 11 228

UK 8 17 17 99 134 375 865 1038 395 80 17 26 307

1


31 12 16 23 17 15 72 39 22 16 7 20 290

ZA - - - 2 1 5 3 - 6 - - - 17


1 1 2 - 9 9 29 26 3 3 - 1 84

AU 4 - 5 23 23 51 82 101 105 22 8 4 428

NZ 1 2 - 4 10 12 48 32 23 6 2 4 144


- - - - - - 4 3 - - - - 7

IL 3 - 3 21 40 74 541 573 173 143 4 1 157

6

JP 1 2 - 6 9 6 12 9 7 6 - 1 59

CN

- - 115 160 184 49 75 69 85 145 76 86 104

4

R Korea

163 454 724 1347 1326 1273 383 379 935 687 277 513 846

1


- - 1 65 129 69 103 126 102 79 9 12 695

BR 3 - 3 9 6 2 24 33 31 9 - 8 128


- 2 1 15 4 19 38 43 14 8 6 3 153

CA 1 3 5 24 20 41 53 48 43 24 9 3 274

ZDA

12 - 9 95 125 207 298 264 179 71 36 46 134

2

Šenčur AT 2 4 1 4 6 7 14 12 17 6 4 5 82


Report

Pag. 155/202

BE 1 2 - 5 2 9 23 24 5 4 13 - 88

BG 3 21 7 16 8 8 12 11 10 - 3 2 101

BIH 13 2 2 6 5 - 5 5 8 7 - 7 60

CY - - - 1 5 10 6 27 8 3 - 6 66

ME - - - 3 - - 3 1 4 1 - - 12

DK 5 1 - - 3 - 12 - 2 3 1 1 28

EE - - - 1 - - - - - 3 - - 4

FI - 3 - 1 5 5 12 1 6 5 - 9 47

FR - 2 7 7 10 12 21 43 10 18 4 2 136

EL - 2 - 1 - - 6 9 1 - 2 - 21

HR 7 5 9 7 9 12 14 20 16 18 3 6 126

IE - - - 2 1 1 - - 1 - - 1 6

IS - - - - - - 2 - - - - - 2

IT 3 4 6 21 14 7 43 50 14 34 42 33 271

LV - - - 1 - 1 - 8 - - - - 10

LT - - - - - - 3 10 - 2 - - 15

LU - - - - - - 6 6 3 - - - 15

HU - - 2 5 16 6 18 14 7 5 - 1 74

MK 1 - - 4 10 - - - 1 6 - - 22

MT - - - - - - - 2 - - - 1 3

DE 6 8 26 40 42 86 90 160 101 37 21 12 629

NL 8 1 5 5 11 14 67 63 15 8 2 1 200

NO - - - - - - 2 3 2 - - - 7

PL 3 1 16 10 8 7 28 29 13 3 12 10 140

PT - - 1 - - - - - 2 - 1 - 4

RO 22 9 3 5 9 6 37 14 5 3 15 3 131

RU 10 1 - 7 2 4 7 10 11 - 6 8 66

SL - - - 6 14 14 6 24 6 2 1 - 73

RS 11 8 5 6 8 7 6 8 5 5 1 2 72

ES - - - 2 11 4 7 16 3 3 1 1 48

SE - - 1 - 2 7 8 9 1 3 - 3 34

CH 1 4 - 10 3 3 24 6 6 5 - - 62

TR 14 - 2 - 3 2 6 1 6 3 - - 37

UA 2 1 - 1 - 9 9 11 1 - - 2 36

UK 5 4 3 10 10 6 44 41 33 12 9 14 191


Report

Pag. 156/202


1 5 - 9 - - 1 - 2 - - - 18

ZA - - - - - 1 - - 1 - - - 2


- - - - - - - 2 - - - - 2

AU 1 2 - 2 - - 9 4 10 1 - - 29

NZ - - - - - 1 - 3 1 - - - 5

IL - - 1 12 - 13 42 32 19 23 - - 142

JP - - 2 4 3 1 5 2 3 1 - - 21

CN

2 - 2 3 4 2 1 2 10 6 1 1 34

R Korea

2 - 1 1 5 - - - 1 3 - - 13


3 2 1 1 3 9 6 2 4 5 1 - 37

BR - - - 1 - - 2 3 6 - - - 12


- - - - 4 - 4 2 4 - - - 14

CA - 7 5 - 5 2 4 3 5 2 - - 33

ZDA

2 5 - 7 17 31 18 14 19 17 2 2 134

Škofja

Loka

AT 13 22 6 36 52 29 21 29 35 14 16 24 297

BE 5 18 15 13 6 16 92 39 21 - - - 225

BG - - 1 3 1 1 17 - 6 - - - 29

BIH 8 6 8 3 13 21 9 - 7 5 11 34 125

CY 4 5 2 6 13 35 26 37 18 6 5 8 165

ME 2 4 - 8 9 - 3 - - - 2 - 28

DK - - 2 - - 1 15 - - 1 - - 19

EE - - - - - - 4 2 2 3 - 1 12

FI 3 7 - - 6 1 6 - 4 - - - 27

FR - 26 6 18 23 29 91 141 31 6 1 4 376

EL - 2 - - - 1 1 2 - - - - 6

HR 45 9 30 13 19 21 52 36 62 36 22 18 363

IE - 1 - - 5 - 2 3 2 - - - 13

IS 61 19 29 49 31 58 53 222 70 53 22 140 807

IT - - - 4 - - - - - - - - 4


Report

Pag. 157/202

LV - - - - - 1 2 - 2 - - - 5

LT - - 2 - - - - - 1 - - - 3

LU 7 8 9 19 7 44 60 44 24 34 8 5 269

HU 2 4 5 3 9 3 6 - - 6 - 10 48

MT - - - 2 - - - - 4 - - - 6

DE 27 37 48 54 89 129 127 128 135 62 34 22 892

NL 5 - 1 6 8 37 82 54 13 7 2 2 217

NO - 4 - - 1 4 16 1 - - - - 26

PL 3 5 1 7 6 13 31 38 17 16 3 2 142

PT - 3 6 - - - 1 - 1 - 1 1 13

RO 6 6 2 1 3 - 11 13 9 2 - 9 62

RU 9 4 2 4 2 21 6 7 10 - 2 1 68

SL 3 1 5 4 12 19 15 11 5 5 8 10 98

RS 8 23 14 29 10 21 10 22 12 19 8 5 181

ES - 29 4 6 4 17 54 57 20 18 3 12 224

SE 4 - - - 2 6 17 11 9 4 - - 53

CH 1 - - 2 8 9 15 8 26 4 3 0 76

TR 15 - 2 3 - 2 3 2 - - - - 27

UA - - - 1 3 13 2 - 9 3 - 2 33

UK 5 16 9 17 29 35 64 67 61 8 8 - 319


2 2 - 2 - - 2 1 6 - - 1 16

ZA - - - - 2 - - 3 - - - - 5


- - - - 2 2 1 - - - - 1 6

AU - - - - 8 20 23 11 17 1 - 4 84

NZ - - - - - - 5 1 5 - - - 11

IL - - - 10 1 30 124 135 50 40 - - 390

JP - 3 2 2 1 2 - 2 1 12 - - 25

CN

- - 1 - 1 3 1 1 6 9 1 - 23

R Korea

- - 2 9 - 2 - 11 5 5 - 6 40


6 - 1 4 4 19 20 17 5 4 - - 80

BR - - - - - 7 - - 1 - - 1 9


Report

Pag. 158/202


- 6 - - - 4 3 8 4 5 2 2 34

CA - 10 1 3 2 18 36 11 32 14 - 1 128

ZDA

6 10 6 9 24 51 53 28 54 17 7 11 276

Tržič AT - 1 5 7 28 26 28 37 8 5 2 7 154

BE - - - - 2 2 82 63 2 4 1 - 156

BG - - - - - - - 1 - - - - 1

BIH 2 4 7 4 2 3 12 - 6 - 12 13 65

CY - - - - - - 4 - - - - - 4

AT - - - 2 12 36 80 77 29 3 1 - 240

ME 1 1 4 - 1 - 5 - - - - - 12

DK - - - - - - 4 1 2 5 - - 12

EE - - - - - 4 12 - - - - - 16

FI - - - - - 2 22 - - - 1 - 25

FR - - - - 3 14 44 80 2 1 - - 144

EL - - - - - - - 3 - - - - 3

HR - 12 34 5 4 14 52 37 15 5 - 7 185

IE - - - - 3 - 5 1 - - - - 9

IS - - 5 - - - - 1 - - - - 6

IT 16 8 2 8 4 29 33 101 3 3 - 68 275

LV - - 1 1 - - 3 - 2 - - - 7

LT - - - - - 15 - 2 - - - - 17

HU 0 - 2 2 4 7 25 91 6 16 2 - 155

MK - - - - - 2 - 2 - - - 2 6

MT - - - - - - - - 8 - - - 8

DE 2 - 4 6 10 54 106 220 69 40 5 - 516

NL - - - - 10 1 57 89 8 - - - 165

NO - - 1 - - - 8 2 - - - - 11

PL - - 4 4 3 14 27 38 11 - - - 101

PO - - - - - - 1 - - - - 1 2

RO - - - - 3 - 4 3 - - - - 10

RU - 2 - - 2 - 2 2 - - - - 8

SL 2 - - - 1 1 13 6 0 - 3 - 26


Report

Pag. 159/202

RS - 2 12 1 1 4 9 6 11 - 2 1 49

ES - 3 4 - - 4 11 14 5 - - - 41

SE - 1 - - 2 5 8 10 2 - - - 28

CH - - - - 1 - 4 4 6 - 1 - 16

TR - - - - 6 - 6 1 - - - - 13

UA - - - - - 1 - - - - 1 - 2

UK 2 - - 1 13 5 25 48 7 - - 2 103

Other

European states

- - - - - - - - 2 - - - 2

Other African states

- - - - - - 1 4 - - - - 5

AU - - - - - - - 5 5 - - - 10

NZ - - - - - 2 - 2 - - - - 4

IL - - - - - - 59 115 11 17 - - 202

JP - - - - - - - 4 - - - - 4

CN - - - - - - - 9 - 6 - - 15

R Korea

- - - 6 - - - - - - - - 6

Other Asian states

- - - - 3 - 5 10 - - - 14 32

BR - - - - - - 4 - - - - 1 5

Other South and Middle American states

13 - - - - 7 - - 2 - - - 22

CA - - - - - 1 1 2 - - - - 4

ZDA - - - 3 3 3 16 4 4 - 2 - 35

Železni

ki

AT - - - - 2 1 1 3 - - - - 7

BE - - - - 2 - 5 13 - - - 1 21

BG - 2 - - - - - - - - - - 2

CZ 3 - - - - - 34 23 - 1 - - 61

FI - - - - - - - 3 - - - - 3

FR - - - - - - 5 4 2 - - - 11

EL - - - - - - - - - - - - 0

HR 85 12 2 - - - - - - - - 16 115

IT - - 4 - 5 - 13 21 13 - - 1 57


Report

Pag. 160/202

HU - 5 - - - - 16 24 1 - - - 46

MT - - - - - - - 4 - - - - 4

DE - - - - 2 - 10 20 6 6 - - 44

NL - - - - - - 2 14 1 2 - - 19

NO - - - - - - - 2 - - - - 2

PL - - - - - - 7 9 - - - - 16

PO - - - - - - - - 1 - - - 1

RO - 2 - - - - - - - - - - 2

RU - 3 - - - - - - 3 - - - 6

SL 2 - 3 - - - 4 9 - - - - 18

RS - - - - - - - 1 2 - - - 3

ES - - - - - 4 - 10 1 - - - 15

SE - - - - 2 - - 1 - - - - 3

UA - - - - - - 2 - - - - - 2

UK - - - - - - - - 1 - - - 1

IL - - - - - - 7 11 5 - - - 23

JP - - - - - 1 - - - - - - 1

CN - - - - - - - - - - - - 0

R Korea

- - - - - - - 1 - - - - 1


- - - - - 7 - - 1 - - - 8

ZDA - - - - - - - 6 2 - - - 8

Žirovni

ca

AT - 4 - 3 7 16 38 40 5 18 - - 131

BE - - - 1 - 28 24 32 6 - - - 91

BG - - - - - - 13 0 - - - - 13

BIH - - - - - - 3 8 1 - - - 12

CZ - - - 4 4 51 104 123 68 4 - - 358

DK - - - - - - 6 5 - 1 - - 12

EE - - - - - - 4 3 - - - - 7

FI - - 1 - - - 3 22 - 5 - - 31

FR - - - - - 13 13 26 12 6 - - 70

EL - - - - - - - 10 - - - - 10

HR 27 115 13 23 8 61 53 49 16 40 81 18 504

IE - - - - - - 10 8 2 - - - 20


Report

Pag. 161/202

IT - - - - 4 4 15 63 6 1 2 - 95

LV - - - - - - 17 - - - - - 17

LT - - - - - - 6 - - - - - 6

HU - - - - - 21 27 28 13 - - - 89

MK - - - - - - 11 - - - - - 11

MT - - - - - - 2 - - 2 - - 4

DE - - - - 6 21 64 138 23 4 5 - 261

NL - - - - - 3 79 53 2 8 - - 145

NO - - - - - 1 2 - - - - - 3

PL - - - - 6 2 13 24 11 2 1 - 59

PO - - - - - - - 1 - - - - 1

RO - - - - - - - 2 - - - - 2

RU - - 1 - 2 2 23 - - - - - 28

SL - - - - - 6 13 17 2 8 2 - 48

RS - - - - - - 29 33 11 10 3 - 86

EL - - - - - - 7 12 12 - - - 31

SE - - - - - - 2 - - - - - 2

CH - - - - - - - 7 42 1 - - 50

UA - - - - - - 12 4 9 1 - - 26

UK - - - - - 2 44 19 18 2 1 - 86

AU - - - - - - - 5 2 - - - 7

NZ - - - - - 5 - - - - - - 5

IL - - - - - - 20 10 - - - - 30

CN - - - - - 4 1 - - - - - 5

Other Asian states

- - - - - - 4 - 1 - - - 5

BR - - - - - - 1 - - - - - 1


- - - - - - - 1 - - - - 1

CA - - - - - 2 - 2 - - - - 4

ZDA - - 1 - 2 2 6 5 8 - - - 24

Total: 870

384

Source: Statistical office of the Republic of Slovenia, 2018.


Report

Pag. 162/202

Appendix no4: E-CS set-ups by location, specification, owner, operator… in Gorenjska, 2018

No

.

MU

NIC

IPA

LITY

ECS

MIC

RO

LOC

ATIO

N

SPEC

IFICA

TION

SYSTEM

PO

WER

PO

WER

PO

WER

SOC

KETS

PA

YMEN

T

WO

RK

ING

TIME

STATU

S

OW

NER

OP

ERA

TOR

RO

AM

ING

AP

P

WEB

PA

GE

1 Zgorn

je Jezersko

1 Zgorn

je Jezersko

Etrel mo

del G

6 7

- socket M

enn

ekes Socket 1

: Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 400

V- fast ch

arging

po

ssible.

Socket 2

: Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 40

0 V

- fast ch

arging p

ossib

le.

plu

g in an

d ch

arge; The u

ser need

s his o

wn

chargin

g

cable, w

hich

can b

e con

nected

to a stan

dard

socke

t (IEC

62

19

6 Typ

e2 M

od

e 3), 2

cars, 1 b

ike; if 2 cars are

chargin

g

the p

ow

er is halved

to 1

1kW

22

kW

22

Kw

2 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene/En

glish

2 Kran

jska Go

ra

1 Ko

lod

vorska, D

voran

a Vitran

c 1B

Etrel mo

del G

6 7

- socket M

enn

ekes Socket 1

:

Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 40

0

V- fast ch

arging p

ossib

le.

Socket 2

: Type 2

(AC

), po

wer 2

2 kW

(32

A),

voltage 4

00

V- fast ch

arging p

ossib

le.

Socket 3

: Ind

ustrial 3

full so

cket(AC

); po

wer

3.6

kW (1

6 A

); voltage 2

30

V

plu

g in an

d ch

arge; The u

ser need

s his o

wn

chargin

g cable, w

hich

can b

e con

nected

to a

stand

ard so

cket (IEC 6

21

96

Type2

Mo

de 3

), 2

cars, 1 b

ike; if 2 cars are ch

arging th

e po

wer

is halved

to 1

1kW

22

kW

22

kW

3,6

kW

4 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene/En

glish

1 Triglavska cesta 49

Etrel mo

del G

6 7

- socket M

enn

ekes Socket 1

:

Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 40

0

V- fast ch

arging p

ossib

le.

Socket 2

: Type 2

(AC

), po

wer 2

2 kW

(32

A)

voltage 4

00

V- fast ch

arging p

ossib

le.

plu

g in an

d ch

arge; The u

ser need

s his o

wn

chargin

g cable, w

hich

can b

e con

nected

to a

stand

ard so

cket (IEC 6

21

96

Type2

Mo

de 3

), 2

cars, 1 b

ike.

22

kW

22

kW

2 free of ch

arge

24

/7

ready to

use

Mu

nicip

ality Kran

jska Go

ra

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene/En

glish


Report

Pag. 163/202

1 Ko

roška u

lica 18

Etrel mo

del G

6 7

- socket M

enn

ekes Socket 1

:

Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 40

0

V- fast ch

arging p

ossib

le.

Socket 2

: Type 2

(AC

), po

wer 2

2 kW

(32

A)

voltage 4

00

V- fast ch

arging p

ossib

le.

plu

g in an

d ch

arge; The u

ser need

s his o

wn

chargin

g cable, w

hich

can b

e con

nected

to a

stand

ard so

cket (IEC 6

21

96

Type2

Mo

de 3

), 2

cars, 1 b

ike.

22

kW

22

kW

2 free of ch

arge

24

/7

ready to

use

Mu

nicip

ality Kran

jska Go

ra

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene/En

glish

3 Bled

6 Ho

tel Asto

ria Bled

/Prešern

ova c.

Socket 1

: Type 2

(AC

), po

wer 1

3.8

kW

(20

A), vo

ltage 40

0 V

- fast chargin

g p

ossib

le.

Socket 2

: ho

useh

old

socket (A

C), p

ow

er 3

.6 kW

, (16

A), vo

ltage 23

0 V

RFID

iden

tification

(card) - availab

le at

the h

ote

l receptio

n, free access fo

r all veh

icles

13

,8kW

3,6

kW

2 free of ch

arge

24

.jul

ready to

use

Ho

tel Asto

ria

/ no

no

in Slo

vene

parkin

g lot b

elo

w h

ote

l Krim

, Ljub

ljanska

7

EFAC

ES 2x2

2

22

kW, 7

socket M

anekes, 4

00

V, 1

6A

,

11

KW

wh

en ch

arging 2

vehicles at o

nce

the co

nsu

mer n

eeds h

is ow

n ch

arging

cable th

at can b

e con

ne

cted to

a stan

dard

socket (IEC

62

19

6 Typ

e2 M

od

e

3) P

lug an

d C

harge.

11

kW

11

kW

2 free of ch

arge

24

/7

ready to

use

/ Elektro G

oren

jska

GEK

intero

pe

rable; n

o ro

amin

g

in Slo

vene

Triglavska roža B

led (in

the

garage)

n/a

n/a

n/a

n/a

n/a

n/a

n/a

n/a

un

kno

wn

n/a

n/a

n/a

n/a

n/a

Ho

tel Rikli B

alance

n/a

n/a

un

kno

wn


Report

Pag. 164/202

Gard

en V

illage Reso

rt

n/a

n/a

n/a

n/a

n/a

n/a

n/a

n/a

un

kno

wn

n/a

n/a

n/a

n/a

n/a

Grajska cesta 1

8

1 Tesla co

nn

ector u

p

to 2

2kW

, M

enn

ekesh Typ

e 2 ,

32

A, 40

0V

, AC

, three

ph

ase

available u

po

n th

e

reservation

22

kW

1 free of ch

arge

n/a

n/a

Tesla

? English

Ho

tel Triglav

up

com

ing

? Petro

l

Ho

tel

Rib

no

up

com

ing

? Petro

l

Kam

p B

led

up

com

ing

? Petro

l

Ho

tel Jelovica

up

com

ing

2

? Petro

l

Triglavska

roža B

led

up

com

ing

? Petro

l

Bled

'si castle

up

com

ing 3

? Petro

l

Kin

dregarte

n B

led

up

com

ing

Mu

nicip

alit

y

Petro

l

New

petro

l

service station

up

com

ing

Petro

l

Petro

l


Report

Pag. 165/202

New

petro

l

service station

up

com

ing

Petro

l

Petro

l

Jezerska

pro

men

ada

up

com

ing

Petro

l

4 Bo

hin

j

1 Rib

čev Laz 48

Etrel mo

del G

6; 2

x high

qu

ality 7- so

cket

Men

nekes Typ

e 2, ch

arging u

p to

22

kW

and

sup

po

rts the in

ternatio

nal stan

dard

IEC

62

19

6.

If two

vehicles are ch

arged sim

ultan

eo

usly,

each veh

icle will b

e charged

at 11

kW.

The u

ser need

s his o

wn

chargin

g cable,

wh

ich can

be co

nn

ected

to a stan

dard

so

cket (IEC 6

21

96 Typ

e2 M

od

e 3). p

lug in

and

charge,

free access for all veh

icles, 2

cars, 1 b

ike

22

kW - 11

kW

22

kW - 11

kW

2 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene

5 Pred

dvo

r

1 Hrib

4a

Etrel mo

del G

6; 2

x high

qu

ality 7-fu

ll

socket M

en

nekes Typ

e 2, ch

arging u

p to

2

2 kW

and

sup

po

rts the in

ternatio

nal

stand

ard IEC

62

19

6.

If two

vehicles are ch

arged

simu

ltaneo

usly, each

vehicle w

ill be

charged

at 11

kW.

The u

ser need

s his o

wn

chargin

g cable,

wh

ich can

be co

nn

ected

to a stan

dard

so

cket (IEC 6

21

96 Typ

e2 M

od

e 3). p

lug

in an

d ch

arge, free access fo

r all vehicle

s, 2 cars, 1

bike

22

kW

22

Kw

2 free of ch

arge

24

.jul

ready to

use

GEK

GEK

intero

pe

rable; n

o ro

amin

g

no

in Slo

vene/En

glish

6 Kran

j

2 Cesta Stan

eta Žagarja, TC M

erkur,

Prim

skovo

Etrel mo

del G

6 2

x high

qu

ality 7- so

cket

Men

nekes Typ

e 2, ch

arging u

p to

22

kW

and

sup

po

rts the in

ternatio

nal stan

dard

IEC 6

219

6.

If two

vehicles are ch

arged

simu

ltaneo

usly, each

vehicle w

ill be

charged

at 11

kW.

Iden

tity RFID

is need

ed fo

r chargin

g, free

access for all veh

icles

22

kW

22

kW

2 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable, n

o ro

amin

g

no

in Slo

vene/ En

glish


Report

Pag. 166/202

Labo

re A1

Rem

on

t, Ljub

ljanska cesta 2

2

Etrel mo

del G

6 2

x high

qu

ality 7-

socket M

en

nekes Typ

e 2, ch

arging u

p

to 2

2 kW

and

sup

po

rts the

intern

ation

al stand

ard IEC

62

19

6.

If two

vehicles are ch

arged

simu

ltaneo

usly, each

vehicle w

ill be

charged

at 11

kW.

Iden

tity RFID

is need

ed fo

r chargin

g

plu

g in an

d ch

arge. The u

ser need

s his

ow

n ch

arging cab

le, wh

ich can

be

con

nected

to a stan

dard

socket (IEC

6

21

96

Type2

Mo

de 3

).

22

kW

22

kW

2 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable, n

o ro

amin

g

no

in Slo

vene/ En

glish

7 Petro

l A2

/E61

Vo

klo, East, G

asilska c.

Socket 1

: Ch

adem

o, p

lug o

n th

e cable

(DC

), po

wer 4

5

kW (1

25

A), vo

ltage 50

0 V

- express ch

arging p

ossib

le. So

cket 2: C

om

bo

, plu

g on

the cab

le (DC

), po

wer 4

5 kW

(12

5 A

), voltage 5

00

V - exp

ress chargin

g po

ssible.

Socket 3

: Type 2

plu

g on

the cab

le (AC

), po

wer 4

3 kW

(6

3 A

), voltage 4

00

V - exp

ress chargin

g po

ssible.

Iden

tity RFID

is need

ed fo

r chargin

g, free access for

on

ly cars

45

kW

45

kW

43

kW

3 up

on

paym

ent

24

/7

ready to

use

Petro

l

Petro

l

intero

pe

rable an

d in

roam

ing system

no

in Slo

vene/ En

glish

Senču

r

3 Petro

l A2

/E61

Vo

klo, W

est, Gasilska c.

Socket 1

: Ch

adem

o, p

lug o

n th

e cable

(DC

), po

wer

45

kW (1

25

A), vo

ltage 50

0 V

- express ch

arging

po

ssible.

Socket 2

: Co

mb

o, p

lug o

n th

e cable (D

C), p

ow

er 45

kW

(12

5 A

), voltage 5

00

V - exp

ress chargin

g

po

ssible.

Socket 3

: Type 2

plu

g on

the cab

le (AC

), po

wer 4

3

kW (6

3 A

), voltage 4

00

V - exp

ress chargin

g

po

ssible.

Iden

tity RFID

is need

ed fo

r chargin

g, free access,

for o

nly cars

45

kW

45

kW

43

kW

3 up

on

paym

ent

24

/7

ready to

use

Petro

l

Petro

l

intero

pe

rable an

d in

roam

ing system

yes

in Slo

vene

Elemen

tary scho

ol

Socket 1

: Type 2

(AC

), po

wer

22

kW (3

2 A

), voltage 4

00

V-

fast chargin

g po

ssible.

Socket 2

: Type 2

(AC

), po

wer

22

kW (3

2 A

), voltage 4

00

V-

fast chargin

g po

ssible.

Iden

tity RFID

is need

ed fo

r

chargin

g, free access, all veh

icles

22

kW

22

kW

2 free of ch

arge

closed

, use u

po

n th

e

reservation

redy to

use

Petro

l

Petro

l

intero

pe

rable an

d in

roam

ing

system

yes

in Slo

vene


Report

Pag. 167/202

8 OM

V, N

orth

A2

/E61, Lju

bljan

ska c.

Socket 1

: Ch

adem

o, p

lug o

n th

e cable

(DC

),

po

wer 4

5 kW

(12

5 A

), voltage 5

00

V - exp

ress ch

arging p

ossib

le.

Socket 2

: Co

mb

o, p

lug o

n th

e cable (D

C),

po

wer 4

5 kW

(12

5 A

), voltage 5

00

V - exp

ress

chargin

g po

ssible.

Socket 3

: Type 2

plu

g on

the cab

le (AC

), po

wer

43

kW (6

3 A

), voltage 4

00

V - exp

ress chargin

g

po

ssible.

Iden

tity RFID

is need

ed fo

r chargin

g, free

access for o

nly cars

45

kW

45

kW

43

kW

3 up

on

paym

ent

24

/7

ready to

use

Petro

l

Petro

l

intero

pe

rable an

d in

roam

ing system

yes

in Slo

vene

Rad

ovljica

5 OM

V, So

uth

, A2

/E61, Lju

bljan

ska c.

Socket 1

: Ch

adem

o, p

lug o

n th

e cable

(DC

),

po

wer 4

5 kW

(12

5 A

), voltage 5

00

V -

express ch

arging p

ossib

le.

Socket 2

: Co

mb

o, p

lug o

n th

e cable (D

C),

po

wer 4

5 kW

(12

5 A

), voltage 5

00

V -

express ch

arging p

ossib

le. So

cket 3: Typ

e 2 p

lug o

n th

e cable (A

C),

po

wer 4

3 kW

(63

A), vo

ltage 40

0 V

- express

chargin

g po

ssible.

Iden

tity RFID

is need

ed fo

r chargin

g, free

access for o

nly cars

45

kW

45

kW

43

kW

3 up

on

paym

ent

24

/7

ready to

use

Petro

l

Petro

l

intero

pe

rable an

d in

roam

ing system

no

in Slo

vene

Ko

pališka cesta 9

, Cam

p R

ado

vljica

Socket 1

: ho

useh

old

socket (A

C), p

ow

er

3.6

8 kW

, (16 A

), voltage 2

30

V

Socket 2

: Type 2

socke

t (AC

), po

wer

11

kW (6

3 A

), voltage 4

00 V

- fast ch

arging p

ossib

le.

plu

g in an

d ch

arge, un

defin

ed access,

all vehicles

3,6

kW

11

kW

2 free of ch

arge

24

/7

un

kno

wn

/ / no

no

in Slo

vene

Hraška C

esta, Lesce,

Socket 2

: Type 2

socket (A

C), p

ow

er 1

7kW

(25

A), vo

ltage

40

0 V

- fast chargin

g

po

ssible.

Iden

tity RFID

is

need

ed fo

r chargin

g, all veh

icles

17

kW

1 no

data

un

kno

wn

un

kno

wn

ASP

Ren

ault

/ no

no

in Slo

vene


Report

Pag. 168/202

Po

dn

art, Cu

ltural h

om

e = Ku

lturn

i do

m

Socket 1

: Type 2

socke

t (AC

), po

wer 1

1 kW

(16

A), vo

ltage 40

0 V

- fast chargin

g po

ssible.

Socket 2

: ho

useh

old

socket (A

C), p

ow

er 3.6

8

kW, (1

6 A

), voltage 2

30

V

plu

g in an

d ch

arge, all vehicles, fre

e access

11

kW

3,6

kW

2 free of ch

arge

24

/7

un

kno

wn

KS P

od

nart

/ no

no

in Slo

vene

9 Cerklje n

a Go

renjskem

1 Zgorn

ji Brn

ik, Airp

ort Jo

žeta

Pu

čnika (Lju

bljan

a), floo

r 1

Socket 1

: Type 2

socke

t (AC

),

po

wer 7

.4 kW

(32

A), vo

ltage 23

0

V - fast ch

arging p

ossib

le.

Socket 2

: Type 2

socke

t (AC

), p

ow

er 7.4

kW (3

2 A

), voltage 2

30

V - fast ch

arging p

ossib

le.

Iden

tity RFID

is need

ed fo

r

chargin

g, access up

on

paym

ent,

all vehicles; o

n th

e 1st fo

or u

ser

has to

bo

rrow

ID card

7,4

kW

7,4

kW

2 free of ch

arge

24

/7

un

kno

wn

Aero

dro

m B

rnik

Aero

dro

m B

rnik

n.a.

no

in Slo

vene

10 Go

renja V

as

Po

ljane

no

in Slo

vene

11 Škofja Lo

ka

1 Parkin

g lot Tran

sturist, K

apu

cinski trg

7

2 x h

igh q

uality 7

- socket M

enn

ekes

Type 2

, chargin

g up

to 2

2 kW

and

su

pp

orts th

e inte

rnatio

nal stan

dard

IEC 6

219

6. C

hargin

g 2 veh

icles the

po

were d

evides to

11

kW; 4

00

V; 1

6A

Plu

g and

Ch

arge

The u

ser need

s his o

wn

chargin

g cab

le, wh

ich can

be co

nn

ected to

a

stand

ard so

cket (IEC 6

21

96

Type2

M

od

e 3)

22

kW

22

kW

2 free of ch

arge

24

/7

ready to

use

GEK

GEK

intero

pe

rable

no

in Slo

vene

12 Go

rje

no

in Slo

vene


Report

Pag. 169/202

13 Jesenice

1 Parkirišče v stan

ovan

jski soseski G

ore

njski

son

ček - Hren

ovica , Sklad

iščna u

lica 13

Etrel mo

del G

6 7

- socket M

enn

ekes

Socket 1

: Type 2

(AC

), po

wer 2

2 kW

(32

A

), voltage 4

00

V- fast ch

arging p

ossib

le.

Socket 2

: Type 2

(AC

), po

wer 2

2 kW

(32

A), vo

ltage 40

0 V

- fast chargin

g po

ssible.

The u

ser need

s his o

wn

chargin

g cable,

wh

ich can

be co

nn

ected

to a stan

dard

so

cket (IEC 6

21

96 Typ

e2 M

od

e 3). Free

access; wh

en 2

cars are chargin

g the

po

wer is h

alvened

to 1

1kW

, 2 cars 1

bike

22

kW

22

kW

2 free of ch

arge

24

/7

redy to

use

Elektro Lju

bljan

a

GEK

intero

pe

rable, n

o ro

amin

g

no

in Slo

vene

14 Naklo

1 Po

lica, farm P

oličar

Socket 1

: ho

useh

old

socket

(AC

), po

wer 3

.6 kW

, (16

A),

voltage 2

30

V

Socket 2

: ho

useh

old

socket

(AC

), po

wer 3

.6 kW

, (16

A),

voltage 2

30

V

plu

g in an

d ch

arge,

all vehicles, fre

e access

3,6

kW

3,6

kW

2 free of ch

arge

6am

-10

pm

un

kno

wn

/ Elektro G

oren

jska

no

no

in Slo

vene

15 Tržič

no

in Slo

vene

16 Železniki

1 Na kresu

25

7- so

cket

(Men

nekes)

voltage 4

00

V

(16

A), p

ow

er

11

.04

kW

plu

g in an

d

charge

(activation

no

t

necessary)

11

kW

1 free of ch

arge

24

/7

redy to

use

Mu

nicip

ality

? no

no

in Slo

vene

17 Žirovn

ica 1 B

reznica

ETREL G

en2

Socket 2

x

Men

nekes Typ

e 2

socket fo

r chargin

g up

to 2

2 kW

and

sup

po

rts

Intern

ation

al Stand

ard

IEC 6

219

6

plu

g in an

d ch

arge,

all vehicles, fre

e access

22

kW

22

kW

2 free of ch

arge

24

/7

redy to

use

GEK

GEK

intero

pe

rable ro

amin

g

no

no

in Slo

vene

18 Žiri

no

in Slo

vene

Total

28 no

in Slo

vene

Source: BSC, Ltd, Kranj, 2018


Report

Pag. 170/202

Appendix no5: Action tables

Action Name Increase in number of E-CS on the public parking areas

Strategic Objective Reach an adequate territorial coverage for electric charging services

Area of

intervention

Municipality Bohinj

Action Description The action includes setup of 8 new E-CS in the municipality:

• Delivery

• Installation

• Connection to the grid

• Starting the operation

• Cooperation with private company

PA Role • Investor: financing the costs of construction works, electricity installation and

connection to the grid and covering the costs of the electricity usage.

(Management will be handed over to Petrol)

• Municipality owns public space.

• Coordination of the project

• Draftsman of business model

• Responsible for marking of parking spaces with appropriate vertical

signalization and floor markings.

• Contractor with private company, in case the E-CS is situated on a private land.

Bottleneck N/A

Expected results • Increased territorial coverage for e-charging service

• Increased interoperable regional network of E-CS

• Promotion of e-mobility, especially since the e-charging service will be free of

charge

• In the long run improvement of air quality and noise reduction

Estimated cost • The estimated value - for the supply, installation and commissioning of:

• 3 charging stations at parking place in Ukanc = 50.000 EUR without VAT,

construction and electrical work included; the estimated value of Ukanc

parking lot construction is half a million

• 5 charging stations at other parking places: 25.000 EUR with VAT,

construction and electrical work not included, connected to:

• Construction of the parking lot in the center of Bohinjska Bistrica 250.000

EUR

Funding method Municipal, co-financing by the Eco Fund or other sources

Current state For 2 parking places (at Ukanc and in the centre of Bohinjska Bistrica) a building

permit is obtained, for other parking places the conceptual designs are being

prepared.

Project life 43 months

Project planned

starting date

May 2019

Project Planned December 2022


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conclusion

Project localization

New station locations:

1. Parking place at Camp Danica in Bohinjska Bistrica (1x)

2. Parking place at Pokljuka (1x)

3. Parking place in the center of Bohinjska Bistrica (1x)

4. Parking place Kobla at Bohinjska Bistrica (2x)

5. Parking place at Ukanc (3x)

Work plan and

activities

description

Non existing

Impact on e-

mobility

High. The critical mass of e-vehicles is missing.

Impact on the

environment

The impact on the environment will be high when e-vehicles will replace

vehicles on diesel or gasoline. Municipality of Bohinj is a highly touristic

destination with tourist congestions in high season causing traffic congestions at

the lake Bohinj and other arterial roads. Noise pollution and quality of air would

improve.

Economic impact The economic impact is going to be negative in short term, on the account of the

Municipality (large costs in construction and electro works, pay for electricity,

insofar as the system will be free, used for the promotional effect ...). Spillover

effects are possible for the territory since this might attract new kind of visitors

supporting local economy.

Overall impact on

the territory

This action is increasing territorial coverage with interoperable E-CS services

and has a promotional effect of a green destination.

Transferability This action can be transferred in any of municipalities in Gorenjska region and

beyond.


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Action Name Provision of infrastructure for public transport interchange, P&R systems,


Strategic Objective Integrate public transport and private transport

Area of

intervention

Municipality Bohinj

Action Description The action includes:

• Arrangement of the P + R system, providing affordable transport

• Planned is a system of mobility hubs - Distributed parking system with support

systems and management: bicycle rental, organized modes of transport (where

possible by electric vehicles), traffic modes for slowing traffic and moving

away from the most burdened points (lake bowl, Pokljuka, starting points for

the mountains , the Savica waterfall)

• Main objectives: to relieve the lake basin, key starting points for

mountains and forest roads in Pokljuka motorway, improve quality

• Main product: regulated system of distributed parking lots with support

system - organized forms of transport with electric vans and buses

• What can help: the involvement of all stakeholders.

PA Role Investor, both the establishment of car parks and the provision of transport

Bottleneck Slowly changing travel habits - high dependence on car transport.

Expected results Reduced motor traffic, noise and emissions, improved quality of life of citizens,

improved connectivity and traffic safety

Estimated cost Medium-sized investment - (descriptive)

Funding method Municipal budget, candidacy for state and European funds.

Current state In the summer season, the Bohinj municipality established 3 temporary parking

lots, which acted as P + R (parking place at the Danica camp in Bohinjska

Bistrica, the parking lot Kristal at the beginning of Ribčev Laz and the Senožet

car park in Sredna vas). They provided free shuttle services to Lake Bohinj and

Blato plateau. The analysis for this year’s measures is being prepared, on which

the system will be upgraded and expanded and the frequency of shuttle transfers

will increase.

Project life Annually, in summer season

Project planned

starting date

Each year in the summer season

Project Planned

conclusion

N/A


the area of the Bohinj Municipality, the Gorenjska region and the municipalities

of the Julian Alps

Work plan and

activities

description

Analyzes of completed surveys of shuttle users and analyzes of transported

passengers are being prepared. On the basis of these, the organized transport

system will be upgraded and expanded, the frequency of shuttles will increase

and new lines will be introduced. The operation of organized services on certain


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routes will be provided by electric vans and minibuses.

Impact on e-

mobility


Raising awareness of e-mobility among vehicle users and inhabitants of the

Alpine region. Raising quality of life.

Impact on the

environment

Reduction of environmental pollution (emissions, waste vehicles), noise

reduction.


Municipality.

Overall impact on

the territory

The municipality of Bohinj lies in the Triglav National Park, which is part of the

Alpine space, for which it is essential to adopt a sustainability plan to protect this

sensitive ecosystem, which is increasingly condensed with the consequences of

the excessive use of fossil fuel vehicles. Municipality of Bohinj is also partner of

Alpine Pearls, an association of 25 Alpine destination that invite guests to spend

their vacation without their vehicles and by using the sustainable mobility

options offered at every destination.

Transferability The possibility of transferring to other transfer locations as a "good practice

case" would be possible for any municipality in Slovenia as well as in

neighboring countries.

Action Name Increase in number of E-CS on the parking areas

Strategic Objective Reach adequate territorial coverage for electric charging services

Area of

intervention

Municipality Cerklje na Gorenjskem

Action Description The Municipality of Cerklje na Gorenjskem acts a planner and investor in e-

charging stations in public places, and around public facilities (health center,

schools ...).

• Main features: the establishment of a network of public parking spaces with E-

CS.

• Main goals: planning, obtaining project and investment documentation,

implementation of E-CS installation.

• The main product: the installation of E-CS for electric cars.

• What could help: cooperation with electricity distributors, co-financing from

state or European funds.

PA Role Providing land for the building of a network of public parking spaces with E-CS,

preparation of investment and project documentation, candidacy for the

allocation of state or European funds, implementation of the installation of E-CS.

Bottleneck Insufficient basic infrastructure. In the municipality of Cerklje na Gorenjskem

there is a weak electricity network, which would need to be updated and

upgraded to meet the needs of a network quality of E-CS.

Expected results Increased use of transport means on alternative source of fuel (electricity),

consequently affects the improvement of the quality of the environment and

affects the quality of life of citizens.


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Estimated cost Descriptive cost estimation - large (depending on the number of installed E-CS).

On average, an investment in the installation of an E-CS with an independent

connection and measuring point is approximately 11,500 euros, with two

vehicles at the same time being charged at such a charging station (source:

Andraž Zupančič, Chargers for electric cars: today mostly for free, soon nowhere

else; in the journal Dnevnik - https://www.dnevnik.si/1042820244, dated 28

April 2018)

Funding method Candidature for state and European subventions, part of the municipal budget.

Current state Not implemented

Project life N/A

Project planned

starting date

N/A

Project Planned

conclusion

N/A


The area of the municipality of Cerklje na Gorenjskem, the center of the

settlement Cerklje na Gorenjskem where the primary school, pharmacy, library,

the Cerklje tourism center, health center, collection center for waste management

are located; settlement Šmartno where there is home for the elderly - Dom Taber;

the village of Zalog pri Cerkljah, where the elementary school is located.

Work plan and

activities

description

The project is not yet in progress, so a work plan and a description of the activity

cannot be presented.

Impact on e-

mobility

The project would have a major impact on e-mobility, which would become

more and more recognizable, and the construction of basic infrastructure would

lead to the actual use of electric cars and thus to the increased use of electric

vehicles.

Impact on the

environment

The environmental impact would be positive, by encouraging the use of

electrically powered vehicles, harmful air emissions and noise emissions would

be reduced. Consequently, the environment quality of the citizens would

increase.

Economic impact In the short term, the investment for the municipality would mean cost and use of

budgetary funds. By obtaining subsidies, costs to the municipal budget could be

reimbursed. In the longer term, the project has a positive impact on the

improvement of the quality of living, which can be more costly in other areas of

environmental protection for which the municipality is responsible.

Overall impact on

the territory

The project would improve the infrastructure for e-mobility throughout the

municipality; accelerate the use of electrically powered vehicles. This would

improve the quality of living in the municipality and raise the level of

environmental protection. The project would help advertise the municipality as

an environmentally friendly municipality. It would be easier to connect

regionally with municipalities active in this field, sharing experiences with them

- examples of good practice. This would create even greater inter-municipal and

regional cooperation.



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case" could be for any municipality in Slovenia as well as in neighboring

countries.

Action Name Municipalities as promoters of e-mobility

Strategic Objective Promote e-mobility

Area of

intervention

Municipality Cerklje na Gorenjskem

Action Description On the basis of information and data on the benefits of e-mobility and

interoperability, the municipality implements the continuous task of informing

and educating users about the use, operation and positive effects, and the

possibilities of access to E-CS and means of transport, as well as on the effects of

e-mobility in the long run.

• Main features: informing, raising awareness and educating users about e-

mobility

• Main goals: reducing the number of transport vehicles on fossil fuels,

improving air quality

• Main product: education - organization of workshops, meetings;

production - promotional material.

• What could help: media cooperation, cooperation of providers.

PA Role The task of the municipality is to promote the education of users - all

generations, beginning with kindergarten and elementary school.

Bottleneck Lack of user interest, under-use of electric vehicles, lack of financial resources

for the promotion of e-mobility.

Expected results Improving user awareness of the importance of using e-mobility for better

quality of life. Consequently, increasing the active participation of users. The

expected result is also the establishment of a network of E-CS in the

municipality and the Gorenjska region.

Estimated cost Low/Medium-sized investments - up to 10,000 EUR / year (descriptive)

Funding method Municipal budget, candidacy for state and European funds.


Project life N/A

Project planned

starting date

N/A

Project Planned

conclusion

N/A


The area of the municipality of Cerklje na Gorenjskem.

Work plan and

activities

description

The project is not yet in progress, so a work plan and a description of the activity

cannot be presented.

Impact on e-

mobility

Diffusion of information on e-mobility among vehicle users and residents.

Raising the quality of life of citizens.


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Impact on the

environment

Reducing emissions into the environment.

Economic impact In the short term, the investment for the municipality would mean cost and

spending of budgetary funds. By obtaining subsidies, costs to the municipal

budget could be reimbursed. In the longer term, the project has a positive impact

on the improvement of the quality of living, which can be more costly in other

areas of environmental protection for which the municipality is responsible for.

Overall impact on

the territory









Transferability Transferability as "good practice" could be possible for any municipality in

Slovenia as well as in neighboring countries.

Action Name Reinforce the electricity grid by cooperation of local, national public and private

stakeholders


Area of

intervention

Municipality Cerklje na Gorenjskem, Kranjska Gora and the entire Gorenjska

Action Description Encourage active cooperation between all the main actors (municipalities,

development agency BSC, electricity distributors, the Ministry of Infrastructure),

and encourage them to actively resolve the situation in the field of basic energy

infrastructure. The entire power grid is too weak and incompetent to set up a

quality e-charging network.

• Main features: to encourage activities on the side of all actors in order to solve

the problem.

• Main objectives: improvement of basic electrical infrastructure.

• The main product: organization of meetings between all the main actors

(municipalities, BSC development agency, electricity distributors, Ministry of

Infrastructure).

• What can help: the involvement of all actors.

PA Role The task of the municipality is to encourage all actors to begin solving the

problem.

Bottleneck Lack of interest of all actors (municipalities, BSC development agency,

electricity distributors, Ministry of Infrastructure).

Expected results Improving the awareness of all stakeholders about the importance of providing a

quality power grid. Consequently, it is expected to upgrade and modernize the


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electricity grid.

Estimated cost Medium-sized investment - (descriptive)

Funding method Municipal budget, candidacy for state and European funds, national Eco fund.


Project life N/A

Project planned

starting date

N/A

Project Planned

conclusion

N/A


The territory of the Municipality of Cerklje na Gorenjskem and the entire

Gorenjska region.

Work plan and

activities

description

The project is not yet in progress, so we cannot present a work plan and a

description of the activity.

Impact on e-

mobility

The basic prerequisite for successful e-mobility development and the installation

of a high-quality e-charging network. Raising the quality of life of citizens.

Impact on the

environment

Reducing negative emissions into the environment.

Economic impact The project would have no significant economic impact on the municipal budget.

Overall impact on

the territory









Transferability The possibility of transferring to other locations as a "good practice case" would

be possible for any municipality in Slovenia as well as in neighboring countries.

Action Name Provision of infrastructure for public transport interchange, P&R systems,



Area of

intervention

The Municipality of Cerklje na Gorenjskem, the area of the business zone at the

Ljubljana Jože Pučnik Airport and the areas of tourist development in the

municipality.

Action Description Given the envisaged rapid economic development in the area of Jože Pučnik

Airport Ljubljana and the increasing tourist development of the entire

municipality, the objective of the Občina Cerklje na Gorenjskme is to connect


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the public sector with the investors in this area to the best of their ability to

recognize the benefits of investing in the construction of an e-mobile

infrastructure, which would allow efficient use of vehicles for alternative

propulsion sources. For example, the construction of a network of electric

charging stations for e-cars in the area of the business zone at the Ljubljana Jože

Pučnik Airport, intended for employees in the area as well as passengers and

tourists arriving at the airport. In the coming years, the area will open approx.

2,000 new jobs, and the share of passengers carried at the airport is also

increasing.

• Main features: informing, raising awareness among investors in areas of

economic and tourist development in the municipality,

• Main objectives: reducing the number of transport vehicles on fossil fuels,

improving air quality,

• Main product: organization of meetings; elaboration - e-mobility development

strategies in cooperation with investors and, consequently, investment of

investors in the development of e-mobility.

• What could be helpful: cooperation of the investor's area of economic and

tourist development in the municipality.

PA role The task of the municipality is to encourage cooperation with investors. Help

develop e-mobility development strategy in areas of greater economic and tourist

development.

Bottleneck Lack of investor interest, insufficient use of electric vehicles, lack of financial

resources for the promotion of e-mobility.

Expected results Improving the awareness of investors about the importance of using e-mobility

for our better quality of life. Consequently, the increase in active cooperation

between the municipality and investors. The expected result is also the

establishment of a network of e-charging stations in the area of Jože Pučnik

Airport Ljubljana and in tourist development areas.

Estimated cost Large investments - (descriptive)

Funding method It is anticipated that investors in these areas will join the construction of e-

mobility infrastructure, and candidates for European funding are also likely.


Project life N/A

Project planned

starting date

N/A

Project Planned

conclusion

N/A


The area of the Municipality of Cerklje na Gorenjskem - the area of Jože Pučnik

Airport Ljubljana and other areas of tourist development in the municipality.

Work plan and

activities

description

The project is not yet in progress, so we cannot present a work plan and a

description of the activity.

Impact on e-

mobility

Increasing the use of means of transport on alternative power sources. Raising

the quality of life of citizens.


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Impact on the

environment

Reducing negative emissions into the environment.

Economic impact Great economic impact. It is envisaged to involve investors in the area.

Overall impact on

the territory










case" could be for any municipality in Slovenia as well as in neighboring

countries.



Area of

intervention

Municipality Kranj

Action Description • Gaining Eco fund subvention, cooperation with private business entity for

ground works, installation of E-CS and connection to the grid, preparing legal

basis for externalization of the E-CS management of operation and business

model and taking care for the operational costs (consumption of electricity).

• Transition to environmentally friendly transport, reaching an adequate

territorial coverage for electric charging services, improving air quality.

• E-CS on the public areas

• What could help: national, EU and other subventions, cooperation among

equipment providers, media and promotional material

PA Role Municipal administration will be a facilitator of the action according to the

available financial incentives. According to the municipal and national strategic

objectives the municipality need to support a decrease of CO2 and PM10

particles and all other negative influences causing greenhouse gasses, reducing a

dependence on fossil fuels.

Bottleneck Lack of financial resources.

Expected results • Increase in the interest of purchasing e-vehicles

• Increased transport connectivity

• Following the EU trend

• Purchase of the EU standardized E-CS

• E-charging of vehicles of transit and other guests

• Development of business and jobs in the area of e-mobility

Estimated cost 5000 EUR per E-CS, the number of E-CS is partially depending of the national

subvention capacity per municipality, partially on the emerging needs.


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Pag. 180/202

Funding method • 60% EU funds

• 20% national funds

• Max 20% of own municipal funds

Current state partially implemented

Project life Permanent activity, medium and long term time frame

Project planned

starting date

Permanent activity, not specifically defined

Project Planned

conclusion

Not defined

Project localization Municipality Kranj

Work plan and

activities

description

n/a

Impact on e-

mobility

• Implementing the environmental paradigm and commitments

• Raising the quality of life

• Increasing awareness of e-mobility and changing behavioural habits among

vehicle users and residents

Impact on the

environment

• Reducing emissions in the environment

• Reducing environmental pollution (emissions)

Economic impact • Business development

• New jobs

• Increased efficiency of renewable sources of energy

• Development of new technologies

• Increased use of IT

Overall impact on

the territory

Improving the quality of the environment, in particular air quality. Protecting

sensitive ecosystem, which is part of a wider space. In Europe and the world, we

are increasingly realising that the consequences of excessive use of fossil fuel

means increase in the temperature of the earth's surface, increase in the

proportion of CO2, and emit of other emissions into the air.

Transferability

Entire administration unit of Kranj, once municipality of Kranj and other

neighboring municipalities.

Action Name Transit of vehicles for public passenger road transport, public and private

business fleets into electric ones or run on other alternative fuels


Area of

intervention

Municipality Kranj

Action Description • Gaining financial subvention, cooperation with private business entities for

the purchase of vehicles on alternative fuel (e-vehicles, hybrids, LNG ...).


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• Transition to environmentally friendly transport, improving air quality.

• Purchase of vehicles for municipal organizations and businesses

• What could help: national, EU and other subventions, cooperation among

equipment providers, media and promotional material

PA Role Municipal administration will be a facilitator of the action according to the

available financial incentives. According to the municipal and national strategic

objectives the municipality need to support a decrease of CO2 and PM10

particles and all other negative influences causing greenhouse gasses, reducing a

dependence on fossil fuels. According to international commitment the

municipality has to strive to reduce usage of personal vehicles, increasing the

usage of public transport.

Bottleneck Lack of financial resources.

Expected results • Increase in the interest of purchasing e-vehicles

• Increased transport connectivity

• Following the EU trend

• E-charging of vehicles of transit and other guests

• Development of business and jobs in the area of e-mobility

Estimated cost 30.000 EUR for the purchase of environmentally friendly vehicles for the public

service use

Funding method - 60% EU funds

- 20% national funds

- Max 20% of own municipal funds

Current state partially implemented

Project life Permanent activity, medium and long term time frame

Project planned

starting date

Permanent activity, not specifically defined

Project Planned

conclusion

Not defined

Project localization Municipality Kranj

Work plan and

activities

description

N/A

Impact on e-

mobility

• Implementing the environmental paradigm and commitments

• Raising the quality of life

• Increasing awareness of e-mobility and changing behavioural habits among

vehicle users and residents

Impact on the

environment

• Reducing emissions in the environment

• Reducing environmental pollution (car waste)

Economic impact • Business development

• New jobs

• Increased efficiency of renewable sources of energy

• Development of new technologies


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• Increased use of IT

• Increase of offer influences decrease of vehicles maintenance costs

Overall impact on

the territory

Improving the quality of the environment, in particular air quality. Protecting

sensitive ecosystem, which is part of a wider space. In Europe and the world, we

are increasingly realising that the consequences of excessive use of fossil fuel

means increase in the temperature of the earth's surface, increase in the

proportion of CO2, and emit of other emissions into the air.

Transferability Entire administration unit of Kranj, once municipality of Kranj and other

neighbouring municipalities.

Action Name Increase in number of E-CS on the parking areas

Strategic Objective Reach adequate territorial coverage for electric charging services

Area of

intervention

Municipality Kranjska Gora

Action Description The Municipality of Kranjska Gora acts a planner and investor in e-charging

stations in public places, and around public facilities:

• Main features: applying to the Eco Fund funding, setting up E-CS, defining

location, cooperation with electricity distributer, defining business plan,

investing in constructional works

• Main goals: provision of the charging infrastructure for users of e-vehicles to

promote e-mobility, target air and noise pollution and start with transition to

mobility on alternative fuels.

• The main product: the installation of 2 E-CS for electric cars.

• What could help: cooperation with electricity distributors, co-financing from

state or European funds.

PA Role Providing land for the setting up E-CSs, preparation of investment and project

documentation, candidacy for the state funds, implementation of the installation

of E-CSs.

Bottleneck Insufficient basic grid infrastructure. In the municipality of Kranjska Gora there

is a weak electricity network, which would need to be updated and upgraded to

meet the needs of a network quality of E-CS.



• Promotion of e-mobility, especially since the e-charging service

will be free of charge


Estimated cost 20.000 EUR

Funding method Municipal budget, acquired funds obtained from the eco-fund

Current state The project is completed (two E-CS with four charging sockets and the

possibility of charge electric bikes)

Project life N/A

Project planned Finished


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starting date

Project Planned

conclusion

Finished


The E-CSs were installed in Kranjska Gora on the parking lot at the bus station

and in Mojstrana near the Slovenian Mountain Museum.

Work plan and

activities

description

The project is over. In the future, we plan to install e-charging stations in other

settlements - villages where the number of inhabitants is smaller.

Impact on e-

mobility

Improving the E-CS network, the E-CS are interoperable, the operator is

Gorenjske elektrarne.

Impact on the

environment

Reducing emissions into the environment.

Economic impact The project will have no significant economic impact on the municipal budget.

Overall impact on

the territory

The project improves the e-mobility infrastructure and enables the use of

electrically powered vehicles. This improves the quality of living in the

municipality and raises the level of environmental protection. The project has an

impact on the advertising of the municipality as an environmentally friendly

municipality. In the future, the municipality will more easily connect with the

municipalities that are actively working in this field and exchange experiences

with them - examples of good practice.

Transferability The possibility of transfer to other transfer locations as a "good practice case"

would be possible for any municipality in Slovenia as well as in neighboring

cross-border municipalities.



Area of intervention Municipality Bled


• Delivery

• Installation






(Management will be handed over to Petrol)


• Project application to Eco Fund (installation and commissioning of 10 electric

charging stations on public areas)




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• Contractor with private company, in case the E-CS is situated on a private

land,

Bottleneck N/A



• Promotion of e-mobility, especially since the e-charging service will be free

of charge


Estimated cost Contract value - for the supply, installation and commissioning of 10 charging

stations = EUR 43,000 with VAT, construction and electrical work are not

included.

Funding method Municipal, co-financing of EUR 30,000 by the Eco Fund

Current state To be completed, last phase


Project planned

starting date

November 2017

Project Planned

conclusion

September 2018



1. Hotel Triglav 1 e-polnilna postaja

2. Hotel Ribno1 e-polnilna postaja

3. Ledena dvorana Bled 1 e-polnilna postaja

4. Hotel Jelovica 2 e-polnilni postaji

6. Triglav flower Bled 1 e-polnilna postaja

7. Jezerska promenade 1 e-polnilna postaja

8. Bled Castle 3 e-polnilne postaje

https://www.google.si/maps/@46.3597082,14.1009844,15z/data=!3m1!4b1!4m2!6m1!1s1YPy7

N8Hpfx2IdxSiW_xpcuZpWY_vvcUP?hl=sl

Work plan and

activities

description

Non existing

Impact on e-

mobility


Impact on the

environment


vehicles on diesel or gasoline. Municipality of Bled is a highly touristic

destination with tourist congestions in high season causing traffic congestions in

the center of the city and its urban arterial roads. Noise pollution and quality of

air would improve.

https://www.google.si/maps/@46.3597082,14.1009844,15z/data=!3m1!4b1!4m2!6m1!1s1YPy7N8Hpfx2IdxSiW_xpcuZpWY_vvcUP?hl=sl



Report

Pag. 185/202






Overall impact on

the territory




beyond.





• Delivery

• Installation




PA Role

• Investor: financing the costs of construction works, electricity installation and


• Municipality holds the ownership of the public space.

• Project application to Eco Fund, second annual call (installation and

commissioning of 1 electric charging stations on public areas)






land,

Bottleneck N/A




of charge


Estimated cost Predicted value - for the supply, installation and commissioning of 1 charging

stations = EUR 4,300 with VAT, construction and electrical work are not

included.


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Funding method

Municipal, co-financing of EUR 3,000 by the Eco Fund

Current state Not implemented, starting phase - planning

Project life N/A

Project planned

starting date

N/A

Project Planned

conclusion

N/A



• Kindergarten Bled



Work plan and

activities

description

Non existing

Impact on e-

mobility


Impact on the

environment


vehicles on diesel or gasoline. In this case the accumulation of the number of E-

CS builds environmental impact.



insofar as the system will be free, used for the promotional effect ...).

Overall impact on

the territory




beyond.





• Delivery

• Installation




PA Role • Municipality holds the ownership of the public space.





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Pag. 187/202

land

Bottleneck N/A



• Promotion of e-mobility


Estimated cost N/A

Funding method The investor is a private company Petrol JSC

Current state Not implemented, starting phase

Project life N/A

Project planned

starting date

In the second half of the 2018

Project Planned

conclusion

The end of 2018


• New Petrol service station 1

• New Petrol service station 2



Work plan and

activities

description

Non existing

Impact on e-

mobility

High from the aspect of accumulation of E-CS service provision.

Impact on the

environment


vehicles on diesel or gasoline. In this case the accumulation of the number of E-

CS builds environmental impact.

Economic impact The economic impact is going to be positive on the long run, since service will

be upon payment.

Overall impact on

the territory




beyond.



Area of intervention Municipality Žirovnica

Action Description The action includes setup of 1 new E-CS in the municipal parking lot:

• Delivery

• Installation




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Pag. 188/202




PA Role Municipalities are owners of public spaces, Eco Fund applicants, coordinators

responsible for preparing business models, mark parking spaces with appropriate

vertical signalization and floor markings, are contractors with private persons, if

they are electronic billing stations on private land and are payers for establishing

system (network connection, construction work). Management is passed on to E-

CS.

Bottleneck Providing the necessary financial resources.

Expected results Establishment of a network of E-CS in Slovenia that are compatible with the

European network

• Increased territorial coverage for e-charging service


• Promotion of e-mobility


Estimated cost 5000 EUR for E-CS, other costs: infrastructural works, connection to the grid are

not cost evaluated.

Funding method There is an assumption that the Municipality itself will finance the installation of

an E-CS.

Current state Not yet implemented.

Project life From March to September 2019

Project planned

starting date

Spring 2019

Project Planned

conclusion

Fall 2019

Project localization By the public parking lot in Završnica.

Work plan and

activities

description

Not yet elaborated.

Impact on e-

mobility

Since this will be the 2nd E-CS in the municipality the impact according to the

demand at this stage is small, however it is high in terms of giving the signal of

future mobility, vision, to people and promoting e-mobility and higher quality of

life.


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Pag. 189/202

Impact on the

environment

Ensuring the highest level of sustainable transport and reducing the negative

impacts of transport on the environment, and thus the development of the

Završnica valley in terms of sustainable development of the Završnice as a

starting point for hiking, biking and mountaineering

Economic impact Medium and long term:

• Greater utilization of renewable energy sources

• Development of new technologies, greater use of IT

• Lower maintenance costs for vehicles

Overall impact on

the territory

There is a public parking lot in the Završnice valley area, and the entire

arrangement of tourist and recreational areas is foreseen for this area. Since the

car park is very busy (especially at the end of the week), the location for the E-

CS installation is carefully selected.

Transferability To the entire Gorenjska region.



Area of intervention Municipality Žiri

Action Description The action includes setup of 1 or 2 new E-CS in the municipality:

• Delivery

• Installation



• Cooperation with private company if possible







Bottleneck N/A

Expected results • Increased interoperable regional network of E-CS


of charge


Estimated cost Average cost of installing one E-CS station

Funding method Municipal, co-financing by the Eco Fund or other sources


Project life N/A

Project planned

starting date

2020 or 2021

Project Planned

conclusion

2022


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Pag. 190/202


• New station locations:

1. Parking place in city center

2. Parking place in Postotnik (camping place)

Work plan and

activities

description

Non existing

Impact on e-

mobility


Impact on the

environment

No big environmental impact in our case but more promotional.






Overall impact on

the territory




beyond.

Action Name Facilitate contacts between PAs and stakeholders (companies, private investors,

private citizens, ...)

Strategic Objective Promotion of e-mobility

Area of

intervention

Municipality of Jesenice, Radovljica and Bohinj

Action Description Municipality as the main coordinator between providers and users of e-mobility

• Key features: informing, raising awareness and educating users about e-

mobility

• Main objectives: reducing the number of means of transport on fossil fuels,

improving air quality.

• Main product: pilot e-charging on public areas

• What could be helpful: necessary tools: media, promotional material,

cooperation between equipment providers and -e-vehicles

PA Role On the basis of information and data on priority e-mobility and interoperability,

the public administration (municipality) carries out the continuous task of

informing and educating users about the use and positive effects, and the

accessibility to equipment and means of transport, as well as on the effects of e-

mobility long term.

Bottleneck Lack of funds for implementing measures and ignorance of the benefits of e-

mobility;


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Pag. 191/202

Expected results Establishment of a network of E-CS in Slovenia that are compatible with the

European network; Development and investment of companies in the field of e-

mobility;

Estimated cost 10.000 EUR / annually / municipality

Funding method This is a European orientation; therefore the funds should come from European

sources.


Project life Permanent activity - long-term

Project planned

starting date

N/A

Project Planned

conclusion

N/A


The area of the Municipality of Jesenice and neighboring municipalities

(Kranjska Gora, Gorje, Žirovnica) - the municipalities are part of the Alpine

region. Alpine region.

Work plan and

activities

description

N/A

Impact on e-

mobility

Raising awareness of e-mobility among vehicle users and inhabitants of the

Alpine region.

Raising quality of life.

Impact on the

environment

Reducing emissions into the environment

Reduction of environmental pollution (emissions, waste vehicles)

Economic impact Greater utilization of renewable energy sources

Development of new technologies, increased use of IT

Lower maintenance costs for vehicles

Overall impact on

the territory

The municipality of Jesenice lies on the edge of the Triglav National Park, which

is part of the Alpine space. The municipality lies in the Upper Sava Valley. It is

bordered by the Karawanks and the Austrian border to the north, and by Mount

Mežakla to the south. The entire direct 100 km zone is part of the European

alpine space, for which it is essential to adopt a sustainability plan to protect this


the excessive use of fossil fuel vehicles.

The municipality of Bohinj lies in the Triglav National Park, which is part of the

Alpine space, for which it is essential to adopt a sustainability plan to protect this


the excessive use of fossil fuel vehicles. Municipality of Bohinj is also partner of

Alpine Pearls, an association of 25 Alpine destination that invite guests to spend

their vacation without their vehicles and by using the sustainable mobility

options offered at every destination.

Transferability The whole western part of Carinthia and the northeastern part of Italy - the

border regions with Gorenjska.


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Action Name Facilitate acquisition of financial incentives supporting municipal actions in

diffusion of e-mobility.

Strategic Objective Provide support to the local PA (municipalities)

Area of

intervention

Municipalities of Gorenjska region

Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development:

• Key features: preparing and gaining projects funded by European and

national funds

• Main objectives: diffusing interoperable E-CS network and use of e-

vehicles and vehicles on other alternative fuels

• Main product: municipal engagement in diffusion of interoperable E-CS

networks and higher percentage of e-vehicles for private and public use

• What could be helpful: cooperation with national and regional

stakeholders and with European partnership networks; continuation of

European co-financing mechanisms, programs.

PA Role The role of PAs is to be open for cooperation, supporting activities of RDA

Gorenjska.

Bottleneck Lack of funds for implementing measures and ignorance of the benefits of e-

mobility. High competitiveness when gaining projects on the European level.

Expected results Meeting the regional needs (municipal needs), improving and filling in the

development gaps regarding interoperable E-CS network, lack of e-vehicles for

public transportation and business use, infrastructural investments for

establishment of sustainable transportation.

Estimated cost Descriptive overall – high cost estimation

Funding method European and national financial resources. In some cases for medium and small

sized projects municipal budget.

Current state Implementation is ongoing by several projects like e-MOTICON, e-MOPOLI,

LEAG.


Project planned

starting date

It depends on different implementation or preparation phases. In terms of period:

2014-2020 and for 2021 -2027

Project Planned

conclusion

It depends on different implementation or preparation phases. In terms of period:

2014-2020 and for 2021-2030

Project localization Gorenjska region and spillover affected other areas.

Work plan and

activities

description

Application forms, Regional Development Plan of Gorenjska, strategic

documents as Action Plan for diffusion of e-mobility infrastructure and e-

mobility and other planning documents.

Impact on e-

mobility

High in terms of final results – diffusion of e-mobility infrastructure, setting up

E-CS interoperability, motivating public authorities to invest in e-mobility

infrastructure, promoting e-mobility, increasing success rate of achieving

national objectives for e-mobility.


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Pag. 193/202

Impact on the

environment

Reducing emissions into the environment, reduction of environmental pollution

(emissions, waste vehicles, noise).

Economic impact Supporting economic development in the region by gaining non-refundable

financial resources means direct and indirect effects on economic entities

strengthening market position, increasing competitiveness and innovation

capacity, business networking.

Overall impact on

the territory

Reduction of development discrepancy for diffusion of e-mobility between

different regions in Slovenian and abroad.

Transferability Is possible to other municipalities, Slovenian regions and beyond.

Action Name Building knowledge capacity concerning E-CS infrastructure, operation and e-

mobility

Strategic Objective Provide support to the local PA (municipalities)

Area of

intervention

Municipalities of Gorenjska region

Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development:

• Key features: informing, raising awareness and educating public

administration about E-CS infrastructure, operation and e-mobility

• Main objectives: raising knowledge capacity of public administration for

them to be empowered for policy making and implementation of measures

and promotion of e-mobility

• Main product: increased knowledge capacity of public administration

• What could be helpful: e-HUB Gorenjska (http://e-mobilitygorenjska.si/),

cooperation with all e-mobility stakeholders and network abroad, engagement

of municipalities.

PA Role Engagement of municipalities, support and information exchange.

Bottleneck Lack of time and funds for implementing activity long term, lack engagement of

stakeholders.

Expected results Increased awareness, behavioral change, increased knowledge capacity,

strengthened consensus and cooperation. Improved capacity of public

administration in promoting e-mobility.

Estimated cost 10.000 EUR / annually, can be more or less depending on activity, project or

other sources of funding.

Funding method EU funds, municipal funding.

Current state Implementation in progress by e-MOTICON activities: on-line trainings,

workshops, meetings, e-HUB platform (http://e-mobilitygorenjska.si/),

promotional activities etc.


Project planned

starting date

Already started in November 2016

Project Planned

conclusion

Possibly in 2030

http://e-mobilitygorenjska.si/

http://e-mobilitygorenjska.si/


Report

Pag. 194/202

Project localization Gorenjska region

Work plan and

activities

description

Work plan is defined by project application form e-MOTICON and other

projects on the topic and by this specific document under the chapter

Communication strategy.

Impact on e-

mobility

Higher awareness and promotion of e-mobility.

Impact on the

environment

Spillover effects, indirect impact on promotion of healthy environment and

therefor higher quality of life.

Economic impact Indirect impact, chain reaction of raising the awareness and changing behavior of

citizens, increased investments in e-mobility.

Overall impact on

the territory

Faster implementation of e-mobility infrastructure, increased investments in e-

vehicles - higher development in the area of e-mobility.

Transferability Transferable as a good practice to different territories.

Action Name Support and initiate creation of national informational platform for e-charging

infrastructure under the management and control of the national public body

Strategic Objective Make the information on the charging network available to regional and

transnational users

Area of

intervention

Gorenjska region

Action Description Gorenjske elektrarne, RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of

regional development for e-mobility infrastructure:

• Key features: organizing meeting with the national responsible body,

presenting the issue, presenting the idea and the feasibility plan.

• Main objectives: provision of standardized up-to date information to domestic

and foreign users and for the statistical analysis and for the promotion of the

development of the country in terms of e-mobility infrastructure and

regulation.

• Main product: bi-lingual national informational platform for E-CS

infrastructure, providing data on localization, type, technical features,

operation status, payment options and operator to the user; additional data

provision on request: year of establishment, interoperability status, e-roaming

status, owner.

• What could be helpful: commitment of national authorities to establish such a

platform and EU funds.

PA Role Engagement and commitment of national public authorities to implement this

idea.

Bottleneck Lack of interest of national authorities and funds for implementing activity.

Expected results Increased awareness, promotion, research capacity, initiating behavioral change

in users of e-vehicles by providing up-to date information on E-CS network,

strengthened consensus and cooperation of electricity providers and E-CS


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Pag. 195/202

network operators. Improved capacity of municipalities in promoting e-mobility.

Estimated cost N/A,

Funding method Activity co-funded by EU funds, RDA of Gorenjska BSC, Ltd, Kranj and GEK

Current state Initiation of idea

Project life 2018 -2019

Project planned

starting date

May 2018

Project Planned

conclusion

April 2019

Project localization Slovenia

Work plan and

activities

description

• May 2018 meeting with GEK and initiation of the idea upon the identified

problematic of several informational platforms providing omitted data.

• 19. 9. 2018 introduction of the idea to the regional stakeholders and policy

makers on the working meeting in Jesenice. (Gaining approval and support.)

• October 2018 meeting with GEK to define next steps

• November 2018 – January 2019 meeting with national authorities

• January – March 2019 lobbying the idea

• April 2019 verification and evaluation of the action outcome and

dissemination of the result among stakeholders.

Impact on e-

mobility

Higher awareness and promotion of e-mobility nationally and abroad, raised

monitoring, analysis and research capacity.

Impact on the

environment

Indirect impact – attracting tourists with e-vehicles.

Economic impact Indirect impact, chain reaction of raising the awareness and changing behavior of

citizens, increased investments in e-mobility.

Overall impact on

the territory

Improved monitoring of the established E-CS networks, increased awareness

nationally and abroad, increased promotional capacity for e-mobility

infrastructure.

Transferability Transferable as a good practice to different countries.

Action Name Utilize regional RDA of Gorenjska e-HUB platform for mapping

Strategic Objective Make the information on the charging network available to regional and

transnational users

Area of

intervention

Gorenjska region

Action Description Gorenjske elektrarne, RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of

regional development for e-mobility infrastructure:

• Key features: BSC, Ltd, Kranj established e-HUB on-line e-mobility website

with a map of E-CS, Gorenjske elektrarne provided the map to be imbedded


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Pag. 196/202

in the website and is in cooperation with Elektrarne Ljubljana updating the

map.

• Main objectives: provision of information to domestic and foreign users on E-

CS infrastructure in Gorenjska, operation and technical data, for the

promotion of E-CS installed by and operated by Gorenjske elektrarne and

Elektrarne Ljubljana.

• Main product: bi-lingual informational map of E-CS infrastructure imbedded

in the regional e-mobility website.

• What could be helpful: engagement of GEK and RDA Gorenjska and

municipalities.

PA Role When municipalities are choosing GEK to be the operator of their E-CS then the

map is updated and information for users open to the general public.

Bottleneck If municipality is choosing another operator then the information about E-CS are

not in provided and openly shared, or are omitted to the point of the information

about the localization.

Expected results Increased awareness, promotion, initiating behavioral change in users of e-

vehicles by providing up-to date information on E-CS network, strengthened

consensus and cooperation of electricity providers and E-CS network operators.

Improved capacity of municipalities in promoting e-mobility.

Estimated cost The cost for web design and domain was 1300 EUR, plus the labor costs of

coordination and cooperation for the structure and design of the website, visual

content, content preparation, updating. The labor cost is permanent. Every year

the domain will need to be paid.

Funding method Activity co-funded by EU funds – Alpine Space programme, e-MOTICON

project and by RDA of Gorenjska BSC, Ltd, Kranj

Current state Website established activity of the web up-keep active.

Project life From May 2018 on

Project planned

starting date

May 2018

Project Planned

conclusion

N/A

Project localization Slovenia and abroad, since the website is bilingual

Work plan and

activities

description

11. 2017 a public procurement for the website design was executed

12. 2017 contract signed with external expert

12. 2017 - 6. 2018 preparation of the website with external and learning how to

manage it, cooperation with GEK for the E-CS infrastructure informational map.

6. 2018 the website was launched and in operation

Impact on e-

mobility

Higher awareness and promotion of e-mobility nationally and abroad. The

website provides several maps, also from other countries and globally.

Impact on the

environment

Indirect impact – attracting users and potential users of e-vehicles.


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Pag. 197/202

Economic impact Indirect impact, chain reaction of raising the awareness and promoting E-CS

infrastructure.

Overall impact on

the territory

Improved monitoring of the established E-CS networks, increased awareness

nationally and abroad, increased promotional capacity for e-mobility

infrastructure.

Transferability Transferable as a good practice to different countries.

Action Name Support and initiate actions creating interoperable networks

Strategic Objective Achieve complete interoperability of electric charging services

Area of

intervention

Gorenjska region

Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for

e-mobility infrastructure:

• Key features: BSC, Ltd, Kranj gained European funds to initiate action

creating interoperable E-CS networks as a pilot action, contracted GEK to

execute the action and further diffuse the network using the software tool for

interoperability.

• Main objectives: creating interoperable network of E-CS in Gorenjska region,

raise awareness among PAs, implement the standard

• Main product: Interoperable E-CS network in Gorenjska region

• What could be helpful: engagement of GEK and RDA Gorenjska and

municipalities.

PA Role When municipalities are choosing GEK to be the operator of their E-CS then the

new E-CS are interoperable and included in the network promoted openly on the

informational map.

Bottleneck If municipality is choosing another operator then the information about E-CSs

are not promoted openly to general public. They are differences in business

models between different operators regarding promotion and connectivity of

networks.

Expected results Improved managerial and marketing capacity, monitoring, increased planning

capacity for the future investments in E-CS infrastructure and management.

Increased quality of service for the user.

Estimated cost 24.000 EUR external cost and 9000 EUR BSC, Ltd, Kranj labor cost

Funding method Activity co-funded by EU funds – Alpine Space programme, e-MOTICON


Current state Pilot action completed testing; activity of spreading the interoperable E-CS

network across Gorenjska region in progress (raising).

Project life From November 2016 on

Project planned

starting date

From November 2016

Project Planned

conclusion

Pilot action (testing) officially concluded in June 2018, the cooperation and

monitoring is still on going. Sustainable cooperation is predicted.


Report

Pag. 198/202

Project localization Gorenjska region, prospects for extension

Work plan and

activities

description

Project started 1. 11. 2016

Public procurement done March 2017

Contract signed with external expert in March 2017

Pilot action was planned to start:

1st Pilot Period, 5-6 2017:

• Establishment of a back office for managing min 10 e-charging stations

2nd Pilot Period, 7-12 2017:

• preparation of SWOT analysis on interoperability of E-CS infrastructure

• meetings with municipalities and experts / decision makers in the field of

e-charging infrastructure and management

• testing the back office to manage and monitor usage

• exchange of knowledge at transnational level

• addressing interoperable systems and e-roaming

3rd pilot period, 1-6 2018:

- exchange of knowledge at transnational level

- transnational handling of interoperability and e-roaming

- testing the back office to manage and monitor usage

- cooperation with municipalities, presentation of back office and results

- preparation of a report of testing the back office for managing E-CS

End of the project June 30th 2019.

Impact on e-

mobility

Improved services for users, increased capacity for operating E-CS network,

marketing; growth on interoperable E-CS network, possible e-roaming etc.

Impact on the

environment

Indirect impact – attracting users and potential users of e-vehicles, increasing

quality of service.

Economic impact Strengthening, increasing economic capacity of the Region and business entities

in it.

Overall impact on

the territory

Established interoperable E-CS network in Gorenjska region means enabling the

quality service of charging e-vehicles for all and thus supporting transition to

environmentally friendlier mobility.



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Action Name Initiate and support installation of E-CS according to EU standards enabling

interoperable connection

Strategic Objective Achieve complete interoperability of electric charging services

Area of

intervention

Gorenjska region

Action Description RDA of Gorenjska, BSC, Ltd, Kranj as a facilitator of regional development for

e-mobility infrastructure:

• Key features: BSC, Ltd, Kranj gained European funds to initiate action for

homogeneous development of e-mobility, deploying within the partners’

consortium an innovative transnational strategy of integration among spatial

planning, innovative business models and technologies, sustainable mobility

patterns, energy efficiency instruments and policies enabling wider network

of interoperable E-CS by European standards and implementing it into the

regional action plan for e-mobility infrastructure.

• Main objectives: creating interoperable network of E-CS in Gorenjska region,

raise awareness among PAs, implement the EU standard

• Main product: policy documents: Gorenjska regional action plan for e-

mobility infrastructure and e-mobility, Transnational Strategy, White book,

Guidelines

• What could be helpful: engagement of municipalities, electro distributers and

other e-mobility stakeholders, transnational partnership consortium.

PA Role Engagement, support and contribution

Bottleneck Lack of time and interest in engagement and contribution of inputs,

unwillingness to consider implementation of E-CSs.

Expected results Improved capacity of policy making, improved PAs capacity on E-CS planning,

cooperation, increased knowledge, enhanced consensus, increased motivation for

implementation of necessary actions for e-mobility.

Estimated cost 150.499,55 EUR total budget

Funding method Activity co-funded by EU funds 85% – Alpine Space programme, e-MOTICON


Current state Still running


Project planned

starting date

November 1st 2016

Project Planned

conclusion

June 30th 2019

Project localization Gorenjska region, Alpine space

Work plan and

activities

description

Working plan for this project has been divided in 6 monthly periods of

implementation, each period dedicated to specified actions described in the

project document.

Impact on e-

mobility

High in terms of improving diffusion of e-mobility infrastructure and policies

across Alpine space area, raising awareness, knowledge capacity and motivation

of PAs.


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Pag. 200/202

Impact on the

environment

Indirect impact – attracting users and potential users of e-vehicles to get to the

critical mass when the impact on the environment will be measurable.

Economic impact Strengthening, increasing economic capacity of the Region and business entities,

improving capacity of PAs to support regional economy.

Overall impact on

the territory

Increasing capacity of e-mobility infrastructure.



Report

Pag. 201/202

Appendix no.6: Prioritization index


Report

Pag. 202/202

Glossary

AC Alternating current

ADAC Allgemeiner Deutscher Automobilclub e.V., German automobile club

association

AFID Alternative fuels infrastructure Directive (2014/94/EU)

BEV Battery Electric Vehicle

CCS Combo Combined charging system

CHAdeMO Charge de MOve

CHF Swiss Frank

CEN Comité européen de normalisation, European committee for

standardisation

CENELEC Comité européen de normalisation électrotechnique, European Committee

for Electrotechnical Standardization

CNR Compagnie nationale du Rhône (French energy supplier)

COM Text issued by the European Commission

COP Conference of Parties

DC Direct current

DIN Deutsches Institut für Normung, German Institute for standardisation

€ Euro (currency)

EC European Commission

E-CS Electric Vehicle Charging Station

EN European norm

EP European Parliament

EU European Union

EV Electric Vehicle, here: Battery Electric Vehicle

FCEV Fuel Cell Electric Vehicle

GOFAST Gotthard Fast Charge

ICCT International Council on clean transport

ICE Internal combustion engine

ID Identifier

IEC International Electro-technical Commission

kW Kilowatt

NF Norme française, French norm

NGO Non-governmental organisation

PA Public authority

PHEV Plug-In Hybrid Electric Vehicle

PNIRE Piano nazionale infrastrutturale per la ricarica dei veicoli alimentati ad

energia elettrica, National infrastructural plan for the recharging of EVs

R&D Research and Development