Summary

New policies have led to the gradual phasing in of electric vans in Oslo. However, heavier vans are still lagging behind, and even less progress has been made with trucks. There is also a very limited infrastructure for charging and tanking heavy-duty transport with electricity, hydrogen and biogas in place today.

At the beginning of 2021, there is a moderate selection of emission-free heavy vans and lighter trucks available on the Norwegian market. These vehicles are likely to become markedly more available by 2025. For now, the investment cost remains significant compared to fossil fuel alternatives.

Our research in the industry shows that the most important barriers on achieving zero emission transport are finances, access to charging infrastructure and access to adequate type of vehicles. Additionally, an industry structure with many small businesses is typically more difficult to transform than actors with large fleets of vehicles.

Dialogue with the industry has shown that clear targets are needed towards zero emission in 2030, including a vocal goal of phasing out fossil fuels entirely. In order to achieve such a shift, measures are needed to reduce the financial burden on businesses. Infrastructure for charging and tanking needs to be ahead of the curve, and to be designed and scaled for a zero emission society.

The respondents say that to overcome the challenges they require measures like financial support to invest in vehicles and infrastructure, more environmental differentiation in the toll ring and other benefits like access to public transport lanes and dedicated parking for zero emission vehicles.

This report suggests the implementation of stronger local GHG mitigation measures in the toll ring, in procurements, usage benefits, regulations, support schemes and infrastructure for charging and refuelling. It also suggests measures for reduced transport and some larger pilot projects.

Some measures are most important for accelerating in the early stage (2021-22), other measures are more important for the rollout stage (2023-26) and some for the stage of phasing out fossil fuel vehicles (2027-2030).

Here, this three-stage approach is illustrated with implementation of the different measures on a timeline from 2021 to 2030.

Table 1: Shows the first of three stages for the introduction of local measures for zero emission heavy-duty transport.

Table 2: Three stages for the introduction of local measures for emission free heavy-duty transport. Stage 2: Full rollout and stage 3 phasing out all fossil fuel transport.

Table 3: National measures. Three stages for the introduction of national measures for emission free heavy-duty transport.

In the early stage the public sector needs to implement measures that can accelerate the market, while also ensuring predictability for the transport industry. The public sector also needs to ensure framework conditions like charging and tanking structure.

In the full rollout stage, there will be a wider selection of zero emission vehicles, which enables more regulations – for example the first zero-emission zones.

In the final stage, where fossil fuel vehicles are being phased out, special measures are needed in order to speed up the transformation of the vehicle fleets to zero emission. The necessary amount of effort needed in this stage will depend on the amount of fossil fuel vehicles sold earlier in the period.

The report suggests the introduction or reinforcement of the following local measures:

• Increased environmental differentiated pricing in the toll ring, including long-term predictability for free passing for zero emission, reduced rate for biogas, increased rates for environmental differentiation in the area around the inner city, increased rate for new ICE vehicles and the removal of the quantity discount.
• A reinforced procurement policy, including swifter and expanded demands for emission-free transport, stricter demands for the construction industry, a swifter renewal of the municipality’s vehicle fleet and supplier demands that their business must align with the municipality’s transport demands.
• More usage benefits, including more dedicated parking spaces favourable night parking with charging, and access to public transport lanes.
• Development of infrastructure for EV charging and tanking, including energy stations in all three ends of the city. Dealing with the barriers identified in the Urban Environment Agency’s charging strategy, and lower power grid rates through Elvia in order to ensure that EV turbocharging is always able to compete with diesel.
• More support schemes through the Climate and energy fund, including financial support for depot charging and wreck deposit for fossil fuel vehicles in the years prior to 2030.
• Zero-emission and low-emission zones, initially in limited areas of the city, and in the entire city from 2030.
• Reduced transport needs, through initiatives like facilitating for more consolidation hubs and municipal initiatives to ensure shared deliveries to the city centre.
• Large pilot projects, like initiatives for businesses and private actors to make the same procurement criteria as the municipality, zero emission routes and measures related to information, such as an information centre for emission-free heavy-duty transport in cooperation with actors like Grønt Landstransportprogram (Green Land Transport Program) and Enova (national support scheme).

Among all the local measures, the report considers three to be of particular importance, as they may be the most effective GHG-mitigating measures.

• Stricter requirements for zero emission transport in procurements is an important measure, particularly in the early stage
• Increased environmental differentiation in the toll ring is important in all three phases
• Zero emission zones with increasing sizes could give a clear direction and predictability for the transport industry and forcing out the last ICE vehicles

Table 4 below, sums up how much each measure is estimated to cut emissions, in addition to the existing measures.

Many different actors shall make decisions about vehicles, fuel, procurement criteria and other things in order for the municipality to reach its goals. Different actors have varying levels of knowledge and need of information, which may also affect decisions. For the measures from this report to lead to actual changes, information must reach all the decision makers. A clear and active information and influencing campaign towards specific groups can contribute to improving the effect of the measures.

The report also suggests enhanced national measures related to fee policies, support schemes from Enova, procurements, regulations and removal of financial and regulatory barriers. These measures are particularly important. Banning certain sales may be a last resort. Political and potentially judicial limitations are still in place, however.

There is a need of a combination of local and national measures. More ambitious national policies reduce the need of stronger local measures. However, it is important to keep in mind that Oslo have much more ambitious GHG targets to reach than the national government. Regardless, it is important that Oslo get acceptance from the government to develop an ambitious toolbox of measures, even when this can affect national interests in the Oslo region.

Particular attention should be paid to the numerous small businesses in the heavy-duty transport sector. They could for example receive assistance with their Enova applications, vehicle testing and education on zero emission technology.

When implementing the different measures, particularly zero emission zones, it is important to pay attention to the entire city. The respondents in our study only have a small share of their traffic activity in the city centre. The areas around Alnabru (freight terminal) and the stretch of road between Alnabru and Oslo harbour is of great importance.

Table 4: Evaluation of the effect of the measures for reducing GHG-emission for heavy-duty transport in Oslo. The GHG mitigating effects are calculated individually for each measure.