1、A Study on the Promotion and Application of New Energy Logistics Vehicles in ChinaImplemented bySupported bybased on a decision of the German BundestagImprintAs a federally owned enterprise,GIZ supports the German Government inachieving its objectives in the field of international cooperation for su

2、stainabledevelopment.Published byDeutsche Gesellschaft frInternationale Zusammenarbeit(GIZ)GmbHRegistered officesBonn and Eschborn,Germany AddressTayuan Diplomatic Office Building 2-514 Liangmahe South Street,Chaoyang District100600,Beijing,PR ChinaT+86-(0)10-8527 5589F+86-(0)10-8527 5591E transitio

3、n-chinagiz.dehttps:/transition-china.org/mobility ProjectSino-German Cooperation on Low Carbon Transport(CLCT)CLCT is part of the International Climate Initiative(IKI).IKI is working under the leadership of the Federal Ministry for Economic Affairs and Climate Action,in close cooperation with its fo

4、under,the Federal Ministry of Environment and the Federal Foreign Office.ResponsibleSebastian Ibold(GIZ)transition-chinagiz.dehttps:/transition-china.org/mobility AuthorsTransport Planning and Research Institute Meizhen GAO,Xiaoyu TAN,Xiaoyi LI,Honglei XU,Quansheng HUANG,Renjie WANGGIZ Dr Xuan LING

5、EditorsGIZ Gregor Bauer,Dominica Kalinowska,Julia Nagel,Sebastian Ibold,Ning LI,Xinghao LOU,Felix Bohmann LayoutBeijing team orca culture and Art Co.,LtdXin HU(GIZ),Xuyang SONG(GIZ)Photo creditsPixabay(P09)GIZ(P11)Pixabay(P17)GIZ(P28)Pixabay(P46)Pixabay(P52)AcknowledgementThe maps printed here are i

6、ntended only for information purposes and in no way constitute recognition under international law of boundaries and territories.GIZ accepts no responsibility for these maps being entirely up to date,correct or complete.All liability for any damage,direct or indirect,resulting from their use is excl

7、uded.URL linksResponsibility for the content of external websites linkedin this publication always lies with their respective publishers.GIZ expressly dissociates itself from such content.Beijing,20222A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportAbbr

8、eviation 5Executive Summary 61Background 92Application of NEVs in the Urban Delivery Sector 112.1Development Status of NEVs in China 122.2Development of NELVs 143Overview of NEV Application in the Urban Delivery Sector 173.1Application of NEVs in the Urban Delivery Sector 183.2Stakeholder Analysis 1

9、93.3Policy Overview on the Application of NEVs in the Urban Delivery Sector 233.4Trend Analysis on the Application of NEVs in the Urban Delivery Sector 254Investigation of“Green Urban Freight Pilot Programme”Pilot Cities 284.1Yinchuan 304.2Zhengzhou 314.3Chengdu 344.4Shenzhen 364.5Foshan 394.6Zhangj

10、iakou 414.7Summary of Cities Promoting NELVs 435NELVs Promotion Experience and Obstacles Analysis in the Urban Delivery Sector 465.1NELVs promotion experience analysis 475.2NELVs promotion obstacle analysis 496Application Scenarios and Promotion Policy Suggestions for NELVs 526.1Application scenairo

11、s for different type of NELVs 536.2Policy Suggestions for promoting NELVs 54References 56Annex I 60Annex II 61Annex III 66Content3A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportFig.2-1 Production and Sales of NEVs in China 2011-2019 12Fig.2-2 Number of

12、 Public Charging Piles in Provinces and Cities of China in 2019 13Fig.2-3 Car Ownership and Sales of NELVs from 2015-2019 15Fig.2-4 NELVs by Fuel Type in 2019 15Fig.2-5 National NEV Monitoring and Management Platform 16Fig.3-1 Examples of Mini and Medium Vans and Mini and Light-Duty Trucks 18Fig.3-2

13、 Stakeholder Relationship Diagram 19Fig.4-1 Investigation Map 29Fig.4-2 Unloading of a New Energy Truck of Xinbai Logistics in Yinchuan 30Fig.4-3 Charging Piles for New Energy Trucks of Xinbai Logistics Park in Yinchuan 30Fig.4-4 NELV fleet of local logistics company in Zhengzhou 31Fig.4-5 Standardi

14、sed New Energy Delivery Vehicles 35Fig.4-6 Joint-Delivery Monitoring Platform in Chengdu 35Fig.4-7 Overview of NEVs in Shenzhen 36Fig.4-8 Green Logistics Area in Shenzhen 37Fig.4-9 Hydrogen Fuel Cell Logistics Box Truck in Foshan 39Fig.4-10 Hydrogen Tank of a Hydrogen Logistics Box Truck in Foshan 3

15、9Fig.4-11 Weisan Lu Hydrogen Refuelling Station in Zhangjiakou 41Figure Index4A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportTable 3-1 Responsibilities of National Level Government Authorities in the application of NELVs 20Table 3-2 Responsibilities of

16、 Market Players in the Application of NELVs 21Table 3-3 Willingness of Participation Analysis of Stakeholders 22Table 4-1 Construction Layout Planning of Charging Piles 33Table 4-2 Summary of NELV Promotion Status among Investigated Cities 44Table 4-3 Specific Analysis on Key Characteristics in the

17、Promotion of NELV among Investigated Cities 45Table 5-1 Comparison of the Cost of Conventional Fuel Logistics Vehicles and NELVs 50Table Index5A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportAbbreviationBELV Battery Electric Logistics VehicleBEV Battery

18、 Electric VehicleBMU German Federal Ministry for the Environment,Nature Conservation and Nuclear SafetyCAAM China Association of Automobile Manufacturers CFLP China Federation of Logistics and PurchasingCRTA China Road Transport AssociationEVCIPA China Electric Vehicle Charging Infrastructure Promot

19、ion AllianceFCEV Fuel Cell Electric VehicleFYP Five-Year PlanGIZ Deutsche Gesellschaft fr Internationale Zusammenarbeit(GIZ)GmbHMoF Ministry of FinanceMIIT Ministry of Industry and Information TechnologyMofCom Ministry of CommerceMoST Ministry of Science and TechnologyMoT Ministry of TransportMPS Mi

20、nistry of Public SecurityNDRC National Development and Reform CommissionNEA National Energy AdministrationNELV New Energy Logistics VehicleNEV New Energy VehicleNEVC New Energy Vehicle Credit NGO Non-Governmental OrganisationSGCC State Grid Corporation of China6A Study on the Promotion and Applicati

21、on of New Energy Logistics Vehicles in China:Final ReportExecutive SummaryNew Energy Vehicles(NEVs)1 present a viable solution for carbon emission mitigation in Chinas growing logistics industry.Increasing their numbers and optimising the operation of NEVs can contribute significantly to low carbon

22、sustainable development in the urban delivery sector,especially in the“last-mile delivery”context.Under the Green Urban Freight Pilot Programme launched by the Ministry of Transport(MoT)in 2017,46 pilot cities were selected to promote new energy logistics vehicles(NELVs)in the urban delivery sector

23、in China.The application of NELVs has been achieved with promising results,with over 412,000 NELVs on the road by 2019 and the number of these vehicles continues to rise.Nevertheless,the programme has also encountered various restrictions and obstacles,such as insufficient right of way privileges fo

24、r NELVs,an inadequate provision of supporting facilities(e.g.charging points and infrastructure),and low levels of cost-effectiveness.This study on the Promotion and Application of NELVs in China has been conducted within the framework of the Sino-German Cooperation on Low Carbon Transport(CLCT)proj

25、ect,which,on behalf of the German Federal Ministry for the Environment,Nature Conservation and Nuclear Safety(BMU),is implemented by the Deutsche Gesellschaft fr Internationale Zusammenarbeit(GIZ)GmbH.The study aims to foster a constructive discussion on the future of sustainable and low carbon frei

26、ght transport and logistics in China.The study identifies the key challenges of NELV adoption in China,provides a detailed analysis of future trends and application scenarios,and outlines a set of comprehensive policy recommendations for promoting NELVs in the development of a low-carbon urban deliv

27、ery sector.In order to produce these outputs,the study has examined Chinas current NELV development status,conducted a stakeholder analysis,carried out local investigations in five pilot cities of the Green Urban Freight Pilot Programme and interviewed stakeholders from the city of Zhangjiakou.The d

28、evelopment status analysis of this study concluded that although China has become the worlds largest country in NELV production and sales,overall NELV sales have been declining for two consecutive years from 2018 due to the phasing out of purchase subsidies,and the market for new NELVs has entered a

29、 stabilisation phase.However,the NELV industry is still growing at a high speed,mainly driven by the continuous improvement of supporting services and infrastructures,maturing technologies,and sufficient scalability.The development of NELV applications for the urban delivery setting depends on the s

30、upport of three categories of stakeholders who are capable of shaping market structures and driving NELV demand,namely:1.governmental authorities,2.market players,and 3.other stakeholders.Relevant governmental authorities include ministries,departments,and commissions at national and local levels.Re

31、levant market players are companies along the supply chain of the NELV industry,from production to operation and maintenance.Other relevant stakeholders include research institutions and universities active in the research and development(R&D)of related fields.Among these stakeholder groups,national

32、-level governmental departments,production and sales enterprises,and research institutions have shown a stronger willingness to participate in promoting NELVs(see Table 3-3).1 New Energy Vehicles(NEVs)are vehicles powered by unconventional fuels.These consist of four main power types of vehicles,Hyb

33、rid Electric Vehicles(HEVs),Battery Electric Vehicles(BEVs),Fuel Cell Electric Vehicle(FCEVs)and other new energy vehicles(e.g.,super capacitor vehicles).7A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportDuring field investigations in the pilot cities of

34、 Yinchuan,Zhengzhou,Chengdu,Shenzhen,and Foshan,and online interviews and surveys with representatives from the city of Zhangjiakou,numerous comments and practical suggestions from municipal transport and other relevant departments and enterprises were collected,and a detailed analysis of the curren

35、t status quo,challenges,and experiences of NEV application in urban delivery was carried out.Findings from these detailed case studies are provided in Chapter 6,with the common features and individual characteristics of NELV promotion and application in these cities summarised in Table 4-2 and Table

36、 4-3 in section 4.7.The study identified the following obstacles and challenges for the development of NELVs in China:Insignificant road access privileges,i.e.no prioritised right of way is given to most NELVs compared with conventional fuel logistics vehicles in terms of the issuance of traffic per

37、mits for entering urban areas;Low cost-effectiveness,i.e.the purchase price of vehicles and key parts,such as battery packs,etc.are much higher than those of conventional fuel logistics vehicles.Currently,only the NELV renting model could be comparable to the total cost of ownership(TCO)of conventio

38、nal fuel vehicles(see Table 5-1);Insufficient charging facilities,i.e.the current deployment of public charging facilities,both in regards to their quantity and geographic distribution,still cannot meet the present or near-future development requirements of NELVs;Incomplete standardisation of NELV p

39、roduction and operation has led to a lack of appropriate business management and maintenance practices,as well as obstacles to the effective implementation of policy incentives,including the allocation of subsidies;Inadequate after-sales services has led to inconvenient drawn-out maintenance process

40、es and high costs for NELVs in their after-sales stage.The number of after-sales service centres still fails to meet levels of demand,and there is a lack of well-trained specialists,and of standardised quality assurance practices,as well as of policies for spare part replacement.Encouraged by the an

41、nouncement of Chinas 2030 carbon peaking and 2060 carbon neutrality goals,the investment in R&D on NEVs,especially on BEVs and FCEVs,is expected to accelerate.Nevertheless,the study shows that for most NELV application scenarios,battery-electric logistics vehicles(BELVs)can already meet the requirem

42、ents of urban transportation and delivery.An exception to this is cold-chain(refrigerated)delivery,as current BELVs cannot meet its high-power consumption requirements for temperature control during goods transportation.Considering cold-chain deliveries usually serve high value goods,relatively high

43、-cost FCEVs may still be used more cost-effectively for high value cold-chain delivery.The study concludes with the following set of policy recommendations for supporting the promotion of NELVs for a green and low carbon urban delivery sector in China:National level:1.Develop holistic measures to re

44、alise substantial reductions in the total cost of NELVs,through supportive fiscal policies.These steps should include subsidies for the replacement of high emission vehicles with logistics vehicles of the China VI emission standard and NELVs,preferential tax policies for scrapping and replacing old

45、vehicles,as well charging subsidies,and operation subsidies for NELVs based on travel mileage.Furthermore,the development of a New Energy Vehicle Credits(NEVC)mandate for commercial vehicles should be accelerated with the consideration of the phasing out of progresses of subsidy policies.8A Study on

46、 the Promotion and Application of New Energy Logistics Vehicles in China:Final Report2.Complete standards and norms for NELVs.The standardisation of NELV batteries,core components and charging ports should be developed.A comprehensive standardized agenda for managing the whole life cycle of NELVs sh

47、ould be established.This agenda should include the processes of R&D,production,operation management,after-sale maintenance,and the scrapping and recycling of related parts.3.Complete NELV after-sale service systems.After-sale services and networks should be standardised and improved,and the manageme

48、nt of after-sale service quality should be strengthened.Training of highly skilled specialists in after-sale technical services and management should be developed to meet maintenance demands.Local level:4.Continuously implement NELV road privileges.New admittance permits to access urban areas should

49、 exclusively be granted to NELVs,and further road privileges such as preferential parking,a set road share of bus lanes and dedicated areas for NELVs should be adopted.Restrictions on conventional fuel logistics vehicles in central areas and on illegally retrofitted passenger vans should be strength

50、ened and effectively implemented.To better implement these measures,new technologies such as parking sensors and GPS/Beidou units together with artificial intelligence should be employed.5.Accelerate the construction of new energy infrastructure.Layout plans for charging stations should better refle

51、ct vehicle demand and operational areas,prioritising places such as logistics parks and arterial roads.Subsidy policies on the construction and operation of battery charging and swapping infrastructure should be formulated,and financial support should also be proportionally given to the construction

52、 of charging piles.6.Foster innovative NELV application business models.The feasibility of battery-swapping should be further explored for Battery-as-a-Service(BaaS)business models,based on buying a vehicle,but renting a battery.New models of cooperation between freight operators and financial insti

53、tutions should be supported in which the government should play a coordinating role by connecting operators and financing institutions.Optimised transportation organisations operations,the strong management of urban logistics vehicle fleets and improved efficiency of transportation organisations can

54、 be achieved by implementing smart platforms that accumulate data from model selection and customisation processes,as well as productions and operations services of NELVs using big data,IoT and related technologies.1Background10A Study on the Promotion and Application of New Energy Logistics Vehicle

55、s in China:Final ReportTogether with Chinas economic development since the beginning of Reform and Opening Up processes in 1978,the countrys transportation industry has undergone a rapid transformation.This shift has been particularly notable in the movement of goods,which has grown in line with Chi

56、nas manufacturing capacity and consumer demand.Chinas freight volume and demand have been growing at an accelerated rate especially in the last decade.In 2019,the total freight volume of China reached 46.424 billion tons,with road freight traffic accounting for 74.3%1.The express delivery industry a

57、lone is experiencing rocket growth,with the overall business volume surging from 2.3 billion parcels in 2010 to 63.5 billion parcels in 2019,and an average of more than 100 million parcels being handled daily2.In 2019,Chinas transportation industry accounted for 10%(1.1 Gt)of the roughly 11.0 Gt of

58、total CO2 emissions in China3.Vehicle exhaust emissions are also one of the major contributors to atmospheric pollution.Diesel vehicles are the main fleet component of road freight transport in China.Although they only accounted for 11.1%of total vehicle ownership,they have contributed approximately

59、 78%of the total NOx emissions and 89.9%of particulate matter emissions in the transport sector in 20194.Given the continuous development potential of Chinas logistics industry and the increasing market demand for improving the efficiency of“last-mile delivery,”services and following the trend of en

60、ergy conservation and emission reduction in the transportation sector in China,new energy vehicles(NEVs)have emerged as one of most viable solutions for greener urban delivery practices.Compared with conventional fuel logistics vehicles,NEVs have advantages in terms of energy conservation,emission r

61、eduction,and operation costs.Particularly light duty NEVs(below 4.5 tons)could better meet the demand of urban delivery in smaller quantities at a higher frequency.To further drive the development of NEVs in urban delivery,Chinas Ministry of Transport(MoT),Ministry of Public Security(MPS),and Minist

62、ry of Commerce(MofCom)jointly launched the Green Urban Freight Pilot Programme.A total of 46 cities2 in two batches(22 cities in December 20175 and 24 cities in September 20196)were selected for the programme.Though the development of new energy logistics vehicles(NELVs)can be considered a promising

63、 way to tackle the challenges brought by further growth of the urban freight industry,there are still obstacles to their expanded use,such as a lack in right of way provisions,low cost-effectiveness,and insufficient supporting facilities.In this context,the Study on the Promotion and Application of

64、NELVs in China has been included within the framework of the Sino-German Cooperation on Low Carbon Transport(CLCT).The CLCT project aims to promote exchange between China and Germany on the future of sustainable and low carbon freight transport and logistics and support technical cooperation and cap

65、acity building of Chinese partners in related effective decision-making and pilot implementation processes.This study focuses on NELVs in the urban delivery sector,mainly referring to vehicles with a capacity below 4.5 tons,including mini vans with a capacity below 1.5 tons.Three-wheeled electric ve

66、hicles are not included in this study.2 The first batch of 22 cities includes Tianjin,Shijiazhuang,Handan,Hengshui,Ordos,Suzhou,Xiamen,Qingdao,Xuchang,Anyang,Xiangyang,Shiyan,Changsha,Guangzhou,Shenzhen,Chengdu,Luzhou,Tongren,Lanzhou,Yinchuan,Taiyuan,and Datong.The second batch of 24 cities includes

67、 Tangshan,Qinhuangdao,Nanjing,Wuxi,Xuzhou,Nantong,Wenzhou,Taizhou,Wuhu,Linyi,Zhengzhou,Jiyuan,Huangshi,Xianning,Yueyang,Huaihua,Zhuhai,Foshan,Dazhou,Xian,Baoji,Ankang,Urumqi,and Shihezi.2Application of NEVs in the Urban Delivery Sector12A Study on the Promotion and Application of New Energy Logistic

68、s Vehicles in China:Final Report2.1.1 Development of NEVs and their Production and SalesAs one of the key components of NEVs,the development of NELV mainly follows the overall progress path of NEVs.The timeline for NEV development in China is mainly divided into four periods:1.The uptake phase(2009-

69、2012);2.The market development phase(2013-2014);3.The mass adoption phase(2015-2019),which coincides with the rapid growth of the NEV industry under the 13th Five-Year-Plan(FYP,2016-2020),and;4.The stabilisation phase(2020 onward).During the uptake and market development phases of NEV development,Ch

70、ina introduced financial incentives for NEV purchases,including subsidies,purchase tax exemptions,government procurement,and incentives for Development Status of NEVs in China2.1 Fig.2-1 Production and Sales of NEVs in China 2011-20190.83 1.25 1.75 7.8 34.0 51.7 79.4 127.1 124.2 0.82 1.27 1.76 7.5 3

71、3.1 50.7 77.7 125.6 120.6 0 20 40 60 80 100 120 140 20000,000 vehiclesProductionSales(Data sources:MIIT and CAAM)the construction of charging facilities,which have boosted the rapid development of production and sales of NEVs in the mass adoption phase.According to d

72、ata published by the China Association of Automobile Manufacturers(CAAM)3,the production and sales of NEVs in China increased year by year between 2011 and 2019(see Figure 2-1).In 2018,China started to gradually phase out its NEV purchase subsidy policy,beginning with the setting of higher threshold

73、s for receiving subsidies,and continuing reductions through to 2019,when national subsidies for NEVs were reduced by about 50%7.Due to these subsidy reductions,macro-economic downward pressure,and upgrades in emission standards,the production and sales of NEVs in China decreased for the first time,e

74、nding at 1.242 million and 1.206 million vehicles in 2019,and with a year-on-year decline of 2.3%and 4.0%,respectively8.However,the number of NEVs in operation and their sales in China still account for half of the global total,making the country rank first worldwide in the production and sales of N

75、EVs for five consecutive years.3 Monthly data published by CAAM(China Association of Automobile Manufacturers).13A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report2.1.2 Charging Infrastructure and Capacity DevelopmentIn 2019,charging infrastructure constr

76、uction was primarily concentrated in Guangdong,Jiangsu,Shaanxi and Sichuan provinces,and Beijing,where the infrastructure layout was mainly designed to serve public buses and passenger cars,rather than logistics vehicles and other special purpose vehicles.In terms of charging infrastructure developm

77、ent,Guangdong,Jiangsu,Beijing,Shanghai,and Shandong rank top in the number of public charging piles in China(see Figure 2-2).Public charging facilities are mainly deployed in the Jing-Jin-Ji(Beijing-Tianjin-Hebei)area,the Yangtze River Delta,and the Pearl River Delta regions,with less distribution o

78、f these structures in northeast,northwest and southwest regions.The charging speed and utilisation rate of charging piles and the supporting environment for the NEV industry have been continuously optimised across these areas.According to statistical data from the China Electric Vehicle Charging Inf

79、rastructure Promotion Alliance(EVCIPA),807,000 units of charging piles were constructed in China by the end of 2020,including 498,000 AC charging piles,309,000 DC charging piles,and 481 AC/DC4 integrated charging piles(Figure 2-2)9.According to the Guidelines for the Development of Electric Vehicle

80、Charging Infrastructure(2015-2020)issued by the National Development and Reform Commission(NDRC)and its“New Infrastructure”5 plan,China set out to build 500,000 DC charging piles and 4.3 million AC charging piles by 2020.More than 36,000 charging/battery-swapping stations will be built by 2025,bring

81、ing the vehicle-pile ratio up to 1:1.There is still a large gap between the planning targets and the current number of charging piles.Fig.2-2 Number of Public Charging Piles in Provinces and Cities of China in 201996.28 6.05 5.91 5.51 3.21 2.91 2.58 2.23 1.76 1.71 1.67 1.60 01234567GuangdongJiangsuB

82、eijingShanghaiShandongZhejiangAnhuiHebeiHubeiFujianTianjinHenan10,0004 DC stands for direct current and AC stands for alternating current.The main difference between DC and AC is the charging times,with DC charging faster than AD.5 New Infrastructure construction is focused on seven areas:5G base st

83、ations,Ultra High Voltage(UHV),intercity high-speed railway and urban rail transit,NEV charging piles,big data centres,AI,and industrial Internet.It is an infrastructure system that is guided by new development concepts,driven by technological innovation,and based on information networks,providing s

84、ervices such as digital transformation,intelligent upgrading,and integrated innovation to meet the needs of high-quality development.14A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportDevelopment of NELVs2.22.2.1 Development Status of Urban Delivery in C

85、hinaThere is a growing need for diversified and personalised,yet timely and convenient delivery services in China.In 2019,the country introduced a series of favourable policies for the urban delivery sector,and the demand of urban residents for urban delivery services continues to rise.As a result,t

86、he urban delivery market has grown exponentially,with total retail sales of consumer goods reaching totals of over EUR 5.26 trillion(RMB 41 trillion),of which urban retail sales exceeded EUR 4.48 trillion(RMB 35 trillion),accounting for 85.3%10.In 2019,the overall business volume of the express deli

87、very industry reached 63.52 billion parcels,and its accumulative revenue was EUR 96.12 billion(RMB 749.78 billion)10.Urban delivery is a localized professional logistics distribution service,different from those professional logistics companies which provide networks at the national level.Urban deli

88、very distances are relatively short,being mainly concentrated within a city or city cluster.This trait applies to the entire delivery process of urban deliveries from warehousing,unloading,sorting,order generation,and final delivery of goods.Urban delivery services are highly market-oriented,with nu

89、merous participants and fierce competition,and have the following key characteristics:Greater market demand and an increase in purchasing power have led to expanding demand for urban delivery in recent years.According to the“Report on competitiveness analysis and development prospect of Chinas urban

90、 delivery industry(2021-2025)”by the Zero Power Intelligence Company,Chinas urban delivery market exceeded EUR 128.2 billion(RMB 1.5 trillion)in 2019,and the market size may increase to about EUR 256.41 billion(RMB 3.6 trillion)by 202511.Scattered delivery areas.The ongoing integration process of ur

91、ban and rural areas and the continuous expansion of urban spaces have led to an expansion of urban delivery areas,a scattered distribution of deliveries(rather than being concentrated in one specific area of a city),and an increase in delivery demand.Diversified service demands.Most urban delivery s

92、ervices are for end consumers.With increasingly personalised and diversified demands,customers seek and are willing to pay more for the timeliness,flexibility,and convenience of urban delivery services.This consumption upgrade further drives the need for a parallel logistics upgrade.High environment

93、al-friendly requirements.Since 2018,a series of national policies have required the proportion of NEVs as newly added or replacements for existing logistics vehicles,especially for key regions6,to be no less than 80%12.Urban delivery is a key sector for promoting NEVs in China.In September 2021,the

94、Central Committee of the Communist Party of China(CPC)and the State Council issued The Opinions on Complete and Accurate Implementation of the New Development Concept for Carbon Peaking and Carbon Neutral Work13(hereinafter referred to as the Opinions).In October 2021,the State Council issued The Ac

95、tion Plan for Carbon Peaking by 203014(hereinafter referred to as the Plan),which is a systematic proposal and overall plan of the Party Central Committee for carbon peaking and carbon neutral work.The Plan clearly stated that in 2030,the proportion of new energy and clean energy transport tools wou

96、ld reach about a 40%share.Additionally,the Opinions play an overarching role in the policy system of carbon neutrality.6 The air pollution prevention and control areas include the Beijing-Tianjin-Hebei region,Yangtze River Delta region,Pearl River Delta regions,and Shandong City Clusters,Wuhan and i

97、ts surrounding City Clusters,Changsha-Zhuzhou-Xiangtan City Clusters and Chengdu-Chongqing City Clusters.15A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report2.2.2 Development Status of NELVsSeveral structural and economic priorities were outlined in the C

98、hina Governmental Work Report 202015.These included strengthening the construction of new types of infrastructure(i.e.,the New Infrastructure),developing next-generation information networks,expanding 5G applications,building more battery charging facilities,promoting a wider use of NEVs,stimulating

99、 new consumer demand,and promoting industrial upgrading.In the context of New Infrastructure,driven by different national and local incentive policies,the promotion and application of NELVs in China have seen the following overarching developments:The market of NELVs has entered an adjustment period

100、.China has already become the worlds largest country in the production and sales of NELVs.However,due to the phasing out of purchase subsidies,the sales of NELVs have been in decline for two consecutive years from 2018.In 2019,NELV sales in China were at 62,000,with a year-on-year decrease of 43.7%1

101、6.The market has entered an adjustment period,with accumulative stocks of about 410,000 NELVs,accounting for 10.8%of total NEV ownership17(Fig.2-3).However,the growth of Chinas NELV industry is still ongoing,with a continuous improvement being seen in infrastructure,a gradual development and rise in

102、 the effectiveness of industrial supporting facilities,the presence of increasingly mature technologies,and a growing economy of scale,leaving significant potential for further growth.Diversified technical approaches to powering NELVs have emerged,with electric batteries remaining mainstream,but inc

103、reasing attention being given to the development of fuel-cell electric vehicles(FCEVs).NELVs in China are dominated by electric technology.In 2019,fuel cell and plug-in hybrid electric logistics vehicles gradually entered the market.Although the market for electric logistics vehicles has been in dec

104、line since 2018,the production of FCEVs has risen to 1,668 vehicles,accounting for 2.7%of all NELV productions17(See Figure 2-4).Due to their better suitability for carrying large payloads and their longer travel ranges,hydrogen logistics vehicles have gained a wide range of national and local polic

105、y support for their development.Fig.2-3 Car Ownership and Sales of NELVs .9 9.5 24.2 35.0 41.2 0 5 10 15 20 25 30 35 40 45 20018201910,000New energy logistics vehicle ownershipNew energy logistics vehicle sales volume Fig.2-4 NELVs by Fuel Type in 201916 Battery Electric Logis

106、tics Vehicle97.0%Plug-in Hybrid Electric Logistics Vehicle 0.3%Hydrogen Fuel-cell Logistics Vehicle2.7%At the national level,the“Opinions on the Department Assignments in Implementation of the Key Tasks of the“Report on the Work of the Government18”,issued by the State Council in April 2019,called f

107、or the continued implementation of preferential policies for NEV purchases and a promotion of the construction of related facilities,including hydrogen refuelling stations.The NDRC issued the Catalogue for the Guidance of Industrial Structure Adjustment(draft for comments)in May 2019 to encourage hi

108、ghly efficient hydrogen production,transportation,and high-density hydrogen storage-related technological developments and applications.The building of hydrogen refuelling stations was also encouraged,being listed into Item V(New Energy)of Category I(Encouraged Category)of the Catalogue.The Blue Boo

109、k on Infrastructure Development of Chinas Hydrogen Industry(2016 Edition)co-authored by the Chinese Institute of Standardisation and the National Hydrogen 16A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportStandardisation Technical Committee expressly sp

110、ecified that by 2030,more than 1,000 hydrogen refuelling stations were to be built in China,and the number of hydrogen fuel cell vehicles was set to reach 2 million19.The tide of digital transformation in logistics is pushing high-quality service development.To ensure the safety of NEVs throughout t

111、heir whole supply chain and life cycle,the MIIT issued the Notice on Further Improving the Safety Supervision in the Promotion and Application of NEVs in November 2016,requiring the establishment of NEV platforms which monitor the safe development and use of NEVs from enterprises to local and nation

112、al levels.According to policy requirements,automobile enterprises shall establish a product operation safety monitoring platform for NEVs to monitor all sold vehicles operating status and connect it to the national NEV monitoring platform.Information on the operation safety status,mileage,and chargi

113、ng capacity of NEVs in public services,Fig.2-5 National NEV Monitoring and Management Platform(Source:https:/ well as the failures of key systems,including the vehicle,battery,and electric motor,can also be obtained from the national platform.In 2017,entrusted by the MIIT,the Beijing Institute of Te

114、chnology established the worlds first national NEV monitoring and management platform(Figure 2-5).This service is run as a third-party national information platform for NEVs with over 6 Million vehicles(as the end of 2021)connected in China.It effectively supports the national supervision of informa

115、tion safety and NEV quality by gathering,monitoring and integrating NEV data,and provides verified evidence for national financial subsidies through real-time supervision over information on vehicle operations.The platform marks an important step in NEV information supervision and provides data supp

116、ort for NEV technological and scientific research,industry policy making,dynamic safety management,industrial layout,and financial subsidies.3Overview of NEV Application in the Urban Delivery Sector18A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportWith

117、the rapid development of express delivery and logistics sectors in China,the demand for short-distance urban freight services has increased significantly.Urban delivery has become an important part of modern logistics,and the industry is in urgent need of more logistics vehicles.By 2020,NEVs and“Chi

118、na VI”emission standard vehicles accounted for more than 50%of newly added vehicles,replacing light-duty logistics vehicles in urban built-up areas,with 80%of these unites being operated in key regions,according to the Three-year Action Plan for Promoting Transport Restructuring 2018-2020 issued by

119、the State Council12.This has brought great development opportunities for NELVs.3.1.1 Mainstream NELV ModelsThe NELVs market currently consists of vehicle types with limited functions,which are only used for ordinary transport purposes.There are only a few models of NELVs available with refrigeration

120、 and insulation functions.The dominant vehicle type of NELVs are cargo vans,accounting for more than 60%of current units,and box truck types account for only 30%.Conversely,box trucks comprise more than 70%of conventional fuel logistics vehicles,while cargo vans only account for 25%20.Urban traffic

121、conditions are relatively complex,requiring a high flexibility in the type of vehicles that need to be used for specific terrains,including those which are able to access narrow roads.Most urban delivery services run over short distances of within 100km.In addition,many cities have formulated regula

122、tions for time restrictions for large vehicles to access certain areas,and strict standards on environmental protection and exhaust emissions.NELVs used in the urban delivery sector are therefore mainly mini and medium vans,and mini and light-duty trucks(see Figure 3-1).3.1.2 Application ScenariosIn

123、 the urban delivery sector,battery-electric logistics vehicles(BELVs)are mainly utilised in three scenarios:1.express deliveries,2.retailer supply,and 3.e-commerce sales,with leading e-commerce enterprises largely operating their own fleet of logistics vehicles.However,the application of NELVs for p

124、ersonal delivery services is rare due to many practical obstacles such as a lack of urban road accessibility,inefficient cost-effectiveness,and a lack of convenient charging options.Urban express delivery:Considering the current technical limitations on travel ranges(how far vehicles can go on one c

125、harge),recharging times and a lack of related infrastructure,and challenges with vehicle attendance rates and reliability,BELVs are mainly used for point-to-point express delivery within cities,but rarely used for customised delivery services for individual end-users.Urban retail supply:With the ris

126、e of new retail modes,urban convenience stores,such as Suning and T-mall,began to expand on a large scale.Since urban convenience stores,franchising bakeries,and other urban retailers have fixed delivery times,product types,and routes,urban retail delivery for these expanding services will continue

127、to be an important role that can be filled by BELVs.E-commerce enterprise self-built logistics transportation:With the changes in the consumption patterns of urban residents,the characteristics of logistics demands have Fig.3-1 Examples of Mini and Medium Vans and Mini and Light-Duty Trucks(Source:Y

128、oujia+hyperlink)Application of NEVs in the Urban Delivery Sector3.119A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Reportbeen turning to deliveries covering diverse ranges,small volumes of products,multiple batches of units being sent over different times,a

129、nd short cycles of delivery traffic.As e-commerce enterprises attach great importance to time efficiency,under current urban traffic restrictions,it is difficult for conventional fuel logistics vehicles to meet the growing logistical demands of e-commerce.Under the background of emerging energy-savi

130、ng and emission reduction policies,as well as enhanced promotions on NEVs,large scale e-commerce enterprises such as Alibaba and JD have put BELVs into use in their urban delivery sectors.By January 2018,JD fulfilled its promise to replace 100%of its own conventional fuel logistics vehicles in Beiji

131、ng with electric vehicles2122.3.1.3 Operation ModesNELVs are operated in two main modes in urban delivery.First,urban freight operators rent logistics vehicles from NELV operation platforms(NELV leasing companies),which is the dominant NEV operation mode.Second,urban freight operators,mainly large l

132、ogistics companies,purchase NELVs.More than 90%of electric logistics vehicles in operation are rented20,allowing the operators to avoid risks affiliated with purchasing vehicles and to save costs.There are two main renting practices for NELVs:1.Leasing and 2.Sharing.For leasing,the end customers(log

133、istics companies)rent vehicles from an NELV operation platform.Some types of leasing platforms may not involve actual logistics operations,and only provide vehicles and related maintenance services,whereas other types may directly provide drivers and vehicles,ultimately outsourcing overall actual lo

134、gistics operations.Logistics companies and leasing platforms tend to establish long-term and stable cooperative business relationships for their leasing practices.NELV sharing opportunities create new business models for the urban delivery sector,which follow the model for car-sharing in the passeng

135、er transport.Platforms for sharing logistics vehicles,such as the Shenzhen Xinwo Transport Power Automobile Co.LTD23,provide multiple service functions for this type of service,such as timeshare rentals,vehicle maintenance and management,and payment options.Utilising web-based solutions,sharing prac

136、tices help solve logistics demand problems by quickly matching vehicles and cargos to find solutions which match customers flexible and diversified transportation service demands.3.2.1 Overview of StakeholdersThe development of NELV applications for urban delivery services is driven by key stakehold

137、ers who have played important roles in shaping market structures and stimulating market demand.These stakeholders,further analysed in this section,are divided into three groups:1.Governmental authorities,2.Market players,and 3.Other stakeholders.Governmental authorities include national ministries a

138、nd commissions,and local industrial authorities,whereas market players refer to all kinds of enterprises within the industrial supply chain,and the other stakeholders are scientific research institutions and industry associations.The stakeholder relationship diagram is shown in Figure 3-2.Stakeholde

139、r Analysis3.2 Fig.3-2 Stakeholder Relationship DiagramGovernmentNEAMPSMoTMofComMoFMoSTMIITManufactureApplicationThe Third PartyResearchInstitutesIndustryAssociationUniversitiesNGOMarketFinancialinstitutionsFreight platformenterprisesUrban DeliveryEnterprisesInfrastructureEnterprisesState GridCompone

140、ntenterpriseAutomobileEnterprises(Source:TPRI)20A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report3.2.2 Analysis of Governmental AuthoritiesThe Chinese government has played an important role in encouraging and guiding NEV promotion in the urban delivery

141、sector.In terms of responsibility,the application of NEVs in this sector mainly involves the MIIT,Ministry of Commerce(MofCom),Ministry of Finance(MoF),MoT,MPS,Ministry of Science and Technology(MoST),and the National Energy Administration(NEA)on the national level and their corresponding bureaus on

142、 local administration levels.Local Bureaus develop corresponding measures to follow their respective ministries and ground the national policies.Table 3-1 lists the specific responsibilities of national authorities in the promotion of NELVs.The development of NEVs in China is both a strategic develo

143、pment direction of the countrys automobile industry and,together with the increase of renewable energy capacities,a strategic measure for achieving Chinas targets to peak carbon dioxide emissions before 2030 Table 3-1 Responsibilities of National Level Government Authorities in the Promotion of NELV

144、sNational authoritiesSpecific responsibilitiesMIITManage the manufacturing of NELVs,formulate related policies and standards,and implement incentive policies with other ministries and commissions,etc.MoFFormulate financial subsidy policies to encourage the promotion of NELVsMoTManage the intercity a

145、nd urban freight industries in terms of the application of new energy urban logistics vehicles;organise pilot programmes and demonstrations,and release incentive policies with other ministries and commissions,etc.MofComManage the logistics industry related to the application of new energy urban logi

146、stics vehicles,and release incentive policies with other ministries and commissions,etc.MPSDesign and implement policies on right of way of new energy urban logistics vehicles,and release incentive policies with other ministries and commissions,etc.NEAProvide guidance on the construction of charging

147、(swapping)infrastructure,regulate electricity consumption and rate,etc.MoSTOrganise research and development of technologies related to NEVs,and jointly release incentive policies to promote the technological progress of NEVs.and carbon neutrality before 2060.Therefore,relevant governmental authorit

148、ies at all levels actively promote NEVs and have introduced various policies and measures for their use.See Chapter 3.3 for details on these relevant policies.All related ministries and commissions remain highly engaged within their relevant responsibilities in the promotion of the application of NE

149、Vs in the urban delivery sector,as do local authorities,such as by issuing preferential polies and measures.However,local financial subsidies differ depending on local economic development,taxation levels,and varying contexts of capacities.In formulating policies on the right of way of NELVs,local p

150、ublic security bureaus need to consider various local environmental factors,such as levels of traffic congestion and air pollution control,which may lead to different traffic accessibility patterns.Varying local contexts means differences in the level of participation and support available from loca

151、l public security bureaus,which need to be reflected in planning.21A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report3.2.3 Analysis of Market PlayersEnterprises along the NELV industrial supply chain play a key role in promoting the application of NELVs i

152、n the urban delivery sector.These enterprises fall into three major categories(see Table 3-2):1.Production and sales enterprises,including vehicle manufacturers and sales enterprises,and spare parts production and sales enterprises;2.Application enterprises,including urban delivery and NELV operatio

153、n platform enterprises;and 3.Supporting infrastructure enterprises,including the State Grid,entities engaged in the construction and operation of charging(including battery-swapping)infrastructure,and financial institutions.NELV manufacturers and others involved in the production and sales of the ve

154、hicles,supported by the encouragement of favourable national policies and financial subsidies at all administrative levels,and the pressure on the automobile industry itself to switch to a use of clean energy,are actively working to promote different ways that NELVs can be applied.Industrial growth

155、is being driven via two main technological Table 3-2 Responsibilities of Market Players in the Application of NELVsMarket playersSpecific responsibilitiesProduction&salesVehicle manufacturers and sales enterprisesCarry out R&D related to new energy urban logistics vehicles,develop related technology

156、 roadmaps,and manufacture different types of vehicles,sell NELVs and provide after-sales servicesSpare parts production and sales enterprisesManufacture spares parts of NELVs,sell and provide after-sales servicesApplicationUrban delivery enterprisesProvide urban freight,logistics,and express deliver

157、y services with NELVsNELV operation platform enterprisesProvide vehicle cargo matching,new energy vehicle rental services,vehicle maintenance,order settlement,operation optimisation and other servicesSupporting infrastructureFinancial institutionsProvide financial services for production and sales e

158、nterprises,urban delivery enterprises,NELV operation platform enterprises,infrastructure construction and operation enterprisesState gridTake the lead in the construction and operation of public charging(battery-swapping)infrastructureOther enterprises for constructing and operating charging(battery

159、-swapping)infrastructureCarry out construction and operation of the charging(battery-swapping)infrastructure for self-use or public usepathways namely battery electric vehicles(BEVs)and FCEVs.Conversely,enterprises involved in the actual use of NELVs,including urban delivery enterprises are still no

160、t sure of how much an impact the vehicles might make to their operations.This is due to the fact that,as primary vehicle users,urban delivery enterprises still regard current models of NELVs as unable to meet urban delivery needs due to their technical standards,limited battery life,and related limi

161、tations in use,and their initial purchase cost is considered to be too high.Existing promotional support for NELVs mainly depend on local subsidy policies and measures that promote the right of way for these vehicles,which may not be yet attractive enough to development enterprises.Vehicle leasing e

162、nterprises,as they do not have the same business models and the pressure of low-price competition faced by delivery enterprises,are more engaged and interested in the promotion of NELVs.Leasing enterprises can also obtain operating subsidies in some places through innovative business models,if they

163、support NELVs.This is an additional incentive for their support of the vehicles.22A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report3.2.4 Analysis of Other StakeholdersOther stakeholders have played active roles in promoting the application of NEVs in the

164、 urban delivery sector.These groups mainly include research institutions(universities,research institutes,think tanks,and non-governmental organisations,or NGOs)and industry associations,including all kinds of industrial organisations,such as CAAM,the China Road Transport Association(CRTA),the China

165、 Federation of Logistics&Purchasing(CFLP),China EV100,and the New Energy Vehicle Promotion Centre.Through their engagement with relevant policies,standards,and regulations,these stakeholders track the technological progress of NEVs,conduct analysis and research reports on their development and use,a

166、nd objectively summarise and evaluate the status quo of the promotion of NEVs in the urban delivery sector.Offering their perspective as a third party,these stakeholders have provided references for government departments and market players in decision-making processes relating to NEVs.Due to curren

167、t trends for the promotion of NEVs in the urban delivery sector and a growing body of research,exchanges,and discussions on the strong demand for the industrys development,the above-mentioned stakeholders are highly engaged and interested in seeing the inclusion of NELVs in the Table 3-3 Willingness

168、 of Participation Analysis of StakeholdersStakeholdersWillingness of ParticipationGovernment departmentsNational ministriesLocal governmentMarket playersProduction and sales enterprisesUrban delivery enterprisesNELV operation platform enterprisesEnterprises of supporting infrastructureOther stakehol

169、dersResearch institutionsIndustry associationssector succeed.The degree of support and willingness of participation among various stakeholders in the promotion and application of NEVs in the urban delivery sector is shown in Table 3-3.As indicated in Table 3-3,the responsibilities and willingness of

170、 different stakeholders to participate in NELV promotion vary from each other.In regard to governmental departments,each ministry and commission at both the national and local levels is responsible for policy making and implementation processes,and they all have a strong willingness to promote NELVs

171、.Market players,encouraged by policy incentives,will be the most important force in the actual marketing and industrial development of NELVs and have a varied level of willingness to promote the vehicles.For example,in comparison to enterprises in the fields of production and sales,and vehicle leasi

172、ng and supporting infrastructure,urban delivery enterprises are less motivated to promote the application of NELVs,mainly due to high purchase costs of the actual vehicles and insufficient right of way policies that would help their delivery services.In regard to other stakeholders,such as research

173、institutions and industry associations,these groups will continue to actively participate in studies of relevant policies,standards,and regulations relating to NELVs,and provide advice on decision-making processes that could help the promotion of the vehicles.23A Study on the Promotion and Applicati

174、on of New Energy Logistics Vehicles in China:Final ReportPolicy support has been an important driving force for the development of the NEV industry in China.Policies related to this promotion at both national and local levels are summarised in this section.3.3.1 Review of National Policies(1)Promoti

175、on and application of NEVsSince China started the promotion of NEVs in 2009,the national government has issued various supporting incentive policies for the industry.These policies focus on the promotion of overall industrial development,the promotion of the construction of charging infrastructure,a

176、nd the setting of preferential right-of-way measures for NEVs.These measures have been designed to not only promote the use of NEVs,but also their inclusion on policy making decisions of local governments.Sixteen important national and local policies pertaining to NEVs are listed in Annex I and Anne

177、x II,for more detailed reference.Among them,two guiding documents,namely the“Energy-Saving and NEV Industry Development Plan(2012-2020)”24 and the“NEV Industry Development Plan(2021-2035)”25,have already determined the general development direction and technical pathways of the NEV industry,with the

178、 latter being used as a reference for the creation of other supporting policies.Financial policies,as the main incentive mechanisms for the use of NEVs,have been constantly adjusted and improved and then restricted when required.For example,although a national vehicle purchase subsidy initiative for

179、 NEVs was extended to the end of 202226,though there has been a gradual phasing down of NEV purchase subsidies since 201827,the national strategy demonstrated a shift from having incentives being policy driven to being better suited to changes in the market.To ensure that NEVs are being rolled out i

180、n a safe and sustainable way,the MIIT has put forward a standard system that regulates their use and related charging infrastructure,as part of its regular work.(2)Promotion and application of NELVsIn the uptake phase(2009-2012)for the promotion and application of NEVs,policies were initially develo

181、ped in Policy Overview on the Promotion of NEVs in the Urban Delivery Sector3.3favour of the whole NEV industry and all NEV vehicle types.Gradually,numerous favourable policies for NELVs,including those relating to overall industry goals,the construction of charging facilities,and a plan for the pre

182、ferential right-of-way of NELVs have been introduced(See Annex I)during the 13th FYP period(2016-2020),especially after the release of the Three-year Action Plan on Air Pollution Control in 2018.In general,China has been proactive in the promotion and application of NEVs in the urban delivery sector

183、,with the policies mainly being characterised as promoting the following things:a.Emphasis on cooperation amongst governmental departmentsThe promotion and application of NELVs involves the responsibilities and authorities of many departments at national and local levels,who are in charge of Transpo

184、rt,Development and Reform,Finance,Public Security,Environment,and related sectors.Cooperation between these departments is essential for the successful promotion of NELVs.For example,in 2017,the MoT,MPS,and MofCom jointly organised the Green Urban Freight Pilot Programme and identified 46 pilot citi

185、es(in 2 batches)28,demonstrating how ministries can work together to make programs both effective and sustainable.b.Identification of the direction of promotions and application objectives for NEVsDirections for the promotion of NEVs were outlined in two NEV industry development plans.From 2012 to 2

186、020,the main strategic direction of NEV development and the related transformation of the automobile industry was to shift towards vehicle electrification and energy saving technologies 24.From 2021-2035,the development vision of NEVs shifted to support for the R&D of core technology for the vehicle

187、s and infrastructure,with the aim of having Chinas core technology on NEVs be at the highest global level25.Additionally,several policies have specified objectives relating to the actual application of NELVs.In 2018,the State Council advocated that in key regions,the proportion of NEV and China VI e

188、mission standard vehicles operating as new and replaced light duty logistics vehicles should exceed 50%and 80%respective,by 202012.c.Various supporting policiesCurrent national incentive policies have involved providing financial support for the promotion NELVs through such initiatives as the provis

189、ion of purchase subsidies and vehicle purchase tax exemptions,support 24A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Reportfor the construction of related infrastructure,and the setting of preferential right-of-way policies for these vehicles.These financi

190、al-based supporting initiatives encouraged users to purchase and operate NELVs.For example,in 2020,to mitigate the impacts of the Covid-19 pandemic on the NEV industry,the MoF,MIIT,MoST,and NDRC extended the NEV purchase subsidy policy to the end of 202229.Financial subsidies have also supported the

191、 construction of charging infrastructure together with other preferential infrastructure-supporting policies.Furthermore,the right of way policy is essential to guarantee a preferential driving environment for NELV operators.Especially after the phasing out of NEV purchase subsidies,the operation su

192、bsidy and right of way policy will be the key driving forces to support the use of NELVs in the current vehicle market.Despite the achievements of the above policies,there is still room for their improvement and the introduction of new policy initiatives.Firstly,New Energy Vehicle Credits(NEVCs)are

193、important non-fiscal incentive policy for manufactures,and these are currently not available for commercial NEV manufacturers.Secondly,post-2022,the future of policies of subsidies for purchasing and operating NELVs,as well as for the construction and operation of charging(battery-swapping)infrastru

194、cture,remains unclear.Thirdly,the current preferential right of way policies for NELVs are insufficient,and the way they are regulated and implemented varies amongst local governments.3.3.2 Review of Relevant Local Policies(1)Promotion and application of NEVsThe role of local governments in the prom

195、otion and application of NEVs is to implement policies,to formulate relative measures based on local conditions,and to supervise policy development and measure their implementation.For example,the right of way policy is an advocacy target of national level plans,but the concrete regulation,formulati

196、on and implementation of these policies are the responsibility of local governments.Some local governments have formulated NEV development plans and objectives for their promotion,as well as subsidy policies,and have subsequently set corresponding goals for the proportion of NEVs they aim to have as

197、 newly added vehicles.The reach,scope and contents of these policies vary amongst local governments due to their different contexts(see Chapter 4 for further details).(2)Promotion and application of NELVsSupplementing the implementing policies of the central government,local governments have also de

198、veloped their own support policies for NELVs,which mainly include financial subsidy policies and right of way policies.Their formulation and implementation are based on the characteristics of different regions and cities.Cities,which not only have well-implemented,favourable local policies for NELVs

199、,but also issue purchase and road access restriction policies and measures for conventional fuel vehicles,such as Shenzhen,Chengdu,Guangzhou,Shanghai,Beijing,Tianjin,Wuhan,and Qingdao,enjoy the most active NELV markets.Concrete and effective measures for supporting NELVs mainly include no restrictio

200、ns bet set on their new number plates(thus there is no need for a new number plate lottery),7 special plates for right of way NELV privileges,no traffic restrictions related to NELV number plates,and priority in processing number plate applications for NELVs(see Annex II for more policy details of s

201、ome provinces and cities).With the gradual phasing out of purchase subsidies at the national level,responsibilities for further promoting NEVs have shifted to local governments,who can take two main steps to keep supporting NEVs with their policies.Firstly,local policies should provide more support

202、for the construction and operation of charging(battery swapping)infrastructure.Secondly,it is necessary to further lift road access restrictions and provide more dedicated parking spaces for NELVs based on local conditions.An overview of preferential policies for NELVs in major cities is available i

203、n Annex II.7 With the purpose to ease traffic congestion and air pollution in big cities,total vehicle ownership is controlled by the application of new number plate lottery schemes in several cities in China.The new vehicle quotation is determined for the year,and citizens who would like to own a n

204、ew vehicle have to register for the lottery to be eligible for new vehicle registration.25A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report3.4.1 Cost decline in NELV productionThe cost of the core components and parts of NELVs is steadily declining.The c

205、ost of NELVs is greatly affected by the cost of their key electrical components.Taking a 4.5 ton logistics vehicle(with a driving range exceeding 250km)as an example,the current market cost of the vehicle is approximately EUR 25,641(RMB 200,000)17.To examine more closely the cost of the key electric

206、al components of the vehicle,together the cost of the battery,motor,electronic control unit,high-voltage wiring harness,and the vehicle control unit is approximately EUR 12,820(RMB 100,000),of which the battery alone is worth EUR 8,970(RMB 70,000)17.In the future,there is still a significant opportu

207、nity for a reduction in the cost of batteries and motor systems,and by 2025,it is expected that the installation cost of the three electrical components of batteries,motors and electrical controls will be reduced by 40-50%17.It is also expected that the main challenges of primary purchase and operat

208、ional costs for NEVs will also be reduced.This decline in costs will be driven by an improvement in the performance and quality of key vehicle key components,as well as battery management systems.A decrease in safety hazards associated with the vehicles,including their operational failure and fire i

209、ncidents rates,will also lead to a reduction in any costs associated with these risks.Overall,it is therefore expected that the competitiveness of NELVs from a cost perspective,will be significantly improved.3.4.2 Emerging business modelsBattery-swapping and leasing options are maturing as new busin

210、ess models to support the application of NEVs.(1)Battery-swappingSince the uptake phase(2009-2012)of NEVs in China,two competing technical approaches to recharging NEVs have emerged:conventional charging mode and battery-swapping mode.Due to the need for heavy operational assets,and incomplete indus

211、trial chains,the development Trend Analysis on the Application of NEVs in the Urban Delivery Sector3.4of battery-swapping mode was paused in 2009,but with industrial developments,by the second half of 2019,battery-swapping,had moved back into focus within the NEV industry.NELVs have the advantages o

212、f producing zero emissions,low noise levels,and they offer a comfortable driving experience in their application phase,but they also have disadvantages compared to conventional vehicles.Drawbacks to NELV operation include higher purchase prices,short travel ranges(as theyre limited by how far they c

213、an travel on one charge),long wait times when using charging stations,and inconvenient after-sales maintenance support.However,many of these disadvantages can be lessened through using battery-swapping models.A major feature of battery-swapping services is the separation of vehicles and batteries,wh

214、ich could bring several advantages to the adoption of NEVs:1)Selling batteries separate from vehicles can greatly reduce vehicle purchasing costs.In general,the battery capacity of a 4.5-ton battery powered truck is about 70kwh.With an approximate unit price of EUR 0.13/Wh(RMB 1 per Wh),the whole ba

215、ttery costs about EUR 8,974(RMB 70,000).This accounts for approximately 40%of the total cost of the vehicle.Therefore,the use of battery-swapping practices could save around 40%of vehicle purchase costs30.2)The shorter time it takes to swap a battery rather than charge a battery can increase the ope

216、rational convenience of NEVs.3)Battery operation companies centrally monitor,maintain,and manage the batteries,which can extend the life cycle and improve the safety of the batteries.4)Reduced charging costs,with charging available at preferential rates during off-peak hours,can potentially lead to

217、lower energy costs for customers.5)Centralised charging of batteries can solve issues with strict requirements on the voltage load of charging piles.6)When renting batteries,consumers can consider the capacity that they need according to their daily mileage,therefore saving both energy and costs(dep

218、ending on the costs of specific energy/power plans).7)Battery-swapping schemes can give rise to new business models and new service forms,such as the delivery of batteries to customers by Battery-as-a-Service(BaaS)companies.However,battery-swapping modes also face several shortcomings:26A Study on t

219、he Promotion and Application of New Energy Logistics Vehicles in China:Final Report1)Battery-swapping relies on the availability of NEV battery plugs,and current systems are not able to accommodate the plugging in of battery packs,and are not suited to be used with the frequency that swapping system

220、s demand.2)Varying vehicle battery designs,structures,and weight standards are difficult to harmonise,and different batteries can be incompatible with different vehicle models.3)The layouts of battery-swapping stations are not yet finalized in design,and there are only a few battery-swapping station

221、s currently in operation the construction of the number of stations that would be needed is not yet completed.4)Battery-swapping stations require higher intensive electricity demands and more expensive hardware(for example,the batteries themselves,)than the charging piles of a regular charging stati

222、on.Battery-swapping stations require more investment and energy resources than traditional hubs,and the battery sizes and the required number of batteries that each station would house is also difficult to determine.5)The daily maintenance of batteries that are to be swapped is very demanding,and th

223、e management of these resources requires clear guidelines on who is responsible for each defined role in their maintenance,and an effective safety plan for the batteries and supporting systems.As listed above,there are several advantages and obstacles relating to the promotion and use of the battery

224、-swapping model.To its credit,the current rechargeable BELV has been able to meet the needs of urban freight distribution,as with an average of 1-1.5 hours of charging time per day,it can meet the needs of less than 200 kilometres of travel distance.However,although the battery-swapping mode can sav

225、e substantial vehicle purchasing costs over conventional fuled vehicles,according to the current business model,the battery leasing fee needs to be paid,for as long as the vehicle can be in operation on the road.This means that with the extension of the battery leasing time,the total cost of the TCO

226、 for a conventional fuledvehicle may or may not still be even higher than the TCO of rechargeable BELVs.Current battery-swapping commercial vehicle manufacturers are mainly producing heavy-duty trucks,as the related technology and support for the swapping methods advance.In October of 2021,the MIIT

227、issued the Notice on the Organisation of Pilot Work for the Application of Battery-swapping New Energy Vehicles,and then selected 11 pilot cities for the initiative8,with the goal of promoting the use of more than 100,000 battery-swapping vehicles and building more than 1,000 new battery-swapping st

228、ations.At present,the best scenario for the battery-swapping mode is promoting its use for high-frequency,short-distance,heavy-duty carrier transport routes,and not for new energy logistics vehicles.(2)Battery leasingPreviously discussed in Section 3.1.3,battery leasing systems can offer advantages

229、including:1)Sharing high operation,maintenance,and production costs.2)Attracting more dedicated NELV manufacturers for better products.3)Providing a professional after-sales service system.Battery leasing modes can effectively reduce the purchase and operational costs of NELVs.It can also help in so

230、lving the difficulties of battery recycling,the low residual value of used vehicles,insufficient supporting facilities for NELVs,and poor after-sales service for these vehicles.Therefore,as battery leasing mode is considered to be more mature than other battery services,it could be used as an add-on

231、 argument in favour of the promotion of NELVs.3.4.3 Standardisation and safety accelerationThe focus of Chinas NEV standardisation work has been expanded from the focusing on elements of vehicles power packs(batteries,cooling systems,etc.)during the uptake phase(2009-2012),to looking at how the enti

232、re vehicle and its components can be supported during the mass adoption phase(2015-2019).According to the MIITs Key points of standardisation of new energy vehicles in 202031,the preparation of the“14th FYP standard system for NEVs”will be completed,and the third edition of the“China Electric Vehicl

233、e Standardisation Roadmap”(in process)will be prepared and released.In the future,there will be more standardisation work focusing on BEV safety and 8 The pilot cities are Beijing,Nanjing Wuhan,Sanya,Chongqing,Changchun,Hefei,Jinan,Yibin,Tangshan and Baotou.27A Study on the Promotion and Application

234、 of New Energy Logistics Vehicles in China:Final Reportrelated testing guidelines,and on energy efficiency.Regarding FCEVs,standardisation work is expected to be carried out on hydrogen refuelling facilities,post-crash safety conditions,vehicle performance,and key vehicle components.For batteries,ba

235、ttery safety test standards,recycling,and related echelon utilisation standards are to be established and improved.Further work will also be conducted on compatibility between charging units and battery-swapping related electromagnetic needs,safety requirements for conductive charging,standards for

236、charging connection devices,and the safety of battery-swapping systems and other related services.In addition to supporting planned improvements in related technology,the government has issued numerous documents to strengthen the safety control of NEVs.These plans were aimed at setting up safety sup

237、ervision mechanisms for manufacturers via the MIIT,requiring enterprises to set up internal safety control protocols for NEVs,and setting up relevant national safety standards 323334.The documents put forward detailed technical guidelines for different actions to be taken,such as the testing battery

238、 thermal management systems.It is expected that the standardisation and safety improvement of NEVs will continue to develop,including the setting of testing guidelines,BEV energy efficiency standards,standards for hydrogen refuelling facilities,FCEV post-crash safety conditions,standards on FCEV per

239、formance and key components,battery safety test standards,recycling plans,related echelon utilisation standards,safety requirements for conductive charging,standards for charging connection devices,and safety standards for battery-swapping stations.3.4.3 Development trend of NELVsThe application of

240、NEVs in the urban delivery sector is driven by improvements in both related policies and technology.A study by China EV100 on the subject has predicted three scenarios for NELV development in China17:Scenario 1:Assumption:NEV related technologies improve rapidly,and vehicle costs drop by more than 5

241、0%;supportive national and local policies continue to be issued and well implemented,and;New Energy Vehicle Credits(NEVCs)for new energy commercial vehicles can be implemented before the phasing out of purchase subsidies.Result:By 2025,the share of NELV sales will reach more than 20%.With the foreca

242、sted 4.19 million total logistics vehicle sales,the sales of NELV will reach about 838,000 units by 2025.Scenario 2:Assumption:NEV-related technology development only leads to a moderate reduction(about 40%-50%)in vehicle costs;national and local policies are not well implemented,and;NEVCs for new e

243、nergy commercial vehicles fail to be implemented before subsidies are completely phased out.Result:By 2025,the share of NELVs sales will be approximately 10%.With the expected 2025 total sales as outlined in Scenario 1,the sales of NELV will be 419,000 units.Scenario 3:Assumption:The reduction of NE

244、V cost reaches less than 40%;there is a lack of strong policy target guidance at the national and local levels,and;no NEVCs for new energy commercial vehicles will be introduced.Result:By 2025,the share of NELVs sales will only be at 6%-7%17.With the expected 2025 total sales as outlined in Scenario

245、 1,the sales of NELV will be around 293,300 units.According to the“Study on the Implementation Path of Carbon Neutrality in the Transport Sector”(a consultancy project undertaken by TPRI),the share of NELV ownership under the baseline(under current policy trends),low carbon(peaking by 2035)and enhan

246、ced low carbon(peaking by 2030)scenarios are 4%,14%and 20%respectively.Meanwhile,the 14th Five-Year Plan for Green Transport clearly states that the proportion of new energy vehicles in urban logistics vehicle fleets should reach 20%by 2025.Boosted by Chinas 2030 carbon dioxide emission peaking and

247、2060 carbon neutrality goals,demand on NEVs to decarbonise the transport sector is also rising,therefore the investment on R&D for NEVs,especially on BEVs and FCEVs,is expected to accelerate.The studies by China EV100 and TPRI predicts that by 2025,the proportion of NEVs in newly added urban deliver

248、y vehicles would reach 40%-50%,and the share of NEVs in the urban delivery sector would reach 20%.4Investigation of“Green Urban Freight Pilot Programme”Pilot Cities29A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final ReportTo gather first-hand data on the overal

249、l implementation progress in the pilot cities of the Green Urban Freight Pilot Programme of the MoT,field investigations were carried out in five pilot cities(Yinchuan,Zhengzhou,Chengdu,Shenzhen,and Foshan),and an interview and questionnaire survey was conducted in Zhangjiakou City the joint host ci

250、ty of Beijing Winter Olympic Games 2022(see Figure 4-1).The case cities were selected for their particular characteristics,such as notable achievements on NELV application in the transport sector(such as Chengdu and Shenzhen),the climate and economic status of different region(such as Chengdu in the

251、 West,Yinchuan in the Northwest,Zhengzhou in the central East,Shenzhen and Foshan in the South),and differences in available new energy types,related policies,and implementation of systems that support NELVs(such as Foshan and Zhangjiakou).Fig.4-1 Investigation Map银川Yinchuan深圳Shenzhen佛山Foshan张家口Zhan

252、gjiakou成都Chengdu郑州Zhengzhou(Source:TPRI)Out of the six pilot cities,four locations focus on BELV promotion,while the remaining two,Zhangjiakou and Foshan,focus on the promotion of both BELVs and FCEVs.Zhangjiakou is promoting FCEVs,as its hydrogen resources are generated by green electricity from su

253、rrounding wind farms.In addition,the city has geographical advantages for green hydrogen,and the city also promoted hydrogen for green transportation options at the 2022 Winter Olympic Games.Foshan has been promoting itself as a hydrogen capital in China since 2010,therefore the citys promotion of N

254、EVs was focused on BELVs and FCEVs.Through field investigations with local transport bureaus,other relevant departments,and enterprises in the field,this study has reviewed the overall context of applying NEVs in the urban delivery sector in the investigated cities during November 2020 and identifie

255、d related problems and experiences.The study includes data collected until the end of 2020.30A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report4.1.1 Progress to DateBy the end of 2019,Yinchuan had introduced approximately 3,000 light-duty NELVs(4.5t)into

256、operation(see Figures 4-2 and 4-3).A total of 484 charging piles were also constructed and put into use between 2018 and 2020.4.1.2 Management MechanismA Leading Group for the Green Urban Freight Pilot Programme has been set up with the Deputy Mayor as the group leader.Further members include the he

257、ads of the Bureaus of Commerce,Agriculture and Livestock,Market Regulation,Public Security,Transport,Industry and Information Technology,as well as the local Development and Reform Commission,and the Municipal Postal Administration.The groups office is located at the Yinchuan Municipal Bureau of Com

258、merce.The Bureau is in charge of coordinating planning for the promotion of green urban freight delivery in Yinchuan and the application of NELVs.Yinchuan4.14.1.3 Supporting PoliciesA series of policies have been successively introduced in Yinchuan to create a favourable environment for the modern l

259、ogistics industry,from overall planning guidelines to specific measures.These measures include digitalisation measures for urban and rural distribution routes,and plans for reducing costs and increasing benefits for NELVs35363738.Some traffic policies in the city prioritize NELV access.For example,i

260、n the Xinhua business area(city centre),there are entrance time restrictions for conventional fuel vehicles but no such traffic restrictions are applied to NELVs with city admittance permits.Both types of vehicles do,however,have to receive an admittance permit to operate in the city.In 2019,the Yin

261、chuan Municipal Bureau of Commerce introduced the Modern Logistics Industry Development Project39,focusing on supporting node network construction and the application of NELVs.Through financial support provided by the project,commercial delivery enterprises have been encouraged to purchase NELVs for

262、 freight and cold-chain delivery services,as well as to construct public charging stations.A maximum reward of 30%of the enterprise investment amount(subject to audited results)is provided,with the highest reward available to be given to one single enterprise is capped at no more than EUR 128,205(RM

263、B 1 million)39.Fig.4-2 Unloading of a New Energy Truck of Xinbai Logistics in Yinchuan(Source:TPRI)Fig.4-3 Charging Piles for New Energy Trucks of Xinbai Logistics Park in Yinchuan(Source:TPRI)31A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report4.1.4 Prob

264、lems and Obstacles(1)Insufficient travel rangeGenerally,BELVs can travel 200km-300km per charge,but it may be difficult for the vehicles to reach even 200km with a full load,limiting their application to urban delivery or short distance intercity delivery routes.This travel range is less desirable f

265、or logistics enterprises which prefer high frequency services and long overall delivery distances in a day.In addition,Yinchuan is cold in winter(on average between-3.4 and-16,but temperatures can go as low as-20),and the working temperature range for BEVs is 0-4040 with an optimal temperature of ar

266、ound 2541.Low temperatures(when the temperature is below 0)can reduce a BELVs travel distance per charge by up to 50%,meaning that in winter,they could only travel about 100 km.(2)High purchase costsWith the gradual phasing out of purchase subsidies since 2018,the purchase costs of NELVs are rising,

267、which gradually reduces their price advantages over conventional fuel vehicles and increases the total cost of ownership for the operators.The current purchase cost of a conventional fuelled light duty truck(below 4.5 tons)in Yinchuan is approximately EUR 12,820(RMB 100,000),while a new energy truck

268、 of the same size is at least EUR 25,641(RMB 200,000).Without local financial subsidies or other operational subsidies,under the current traffic policy of Yinchuan(providing minimal advantages to NEVs),the high purchase costs of NELVs render them unable to compete with conventional vehicles.(3)Insig

269、nificant right of way privilegesAt present,NELVs are still categorised in the same group as conventional fuel trucks when it comes to the city admittance permit policy in Yinchuan.They must apply for admittance permits to operate in the city,which objectively restricts the promotion and application

270、of NELVs.(4)Incomplete after-sales supportDuring the field investigation,most NELV operators mentioned maintenance issues as a challenge.The structural and power-train systems of NELVs are completely different from conventional fuel logistics vehicles,and an after-sales maintenance system for NELVs

271、needs to be re-established.The unique structure of NELVs leads to fewer after-sales stocks available,and longer maintenance times for adjustments than those of conventional fuelled trucks.Additionally,there are not enough sufficient technical staff and maintenance shops currently available.Therefore

272、,for urban logistics enterprises,the maintenance of NELVs takes longer and costs more,which seriously affects their business operation potential,and consequently,logistics enterprises are less willing to purchase NEVs.4.2.1 Progress to DateBy the end of 2019,there were 224,500 logistics vehicles in

273、Zhengzhou,including a total of 162,500 urban logistics vehicles,of which 14,600 were fully electric and 200 were hybrid vehicles(see Figure 4-4).BELVs thereby account for approximately 9%of the urban logistics vehicles in the city.There were more than 20,000 charging piles by the end of 2019,over 4,

274、000 of which were allocated to NELVs.Fig.4-4 NELV fleet of local logistics company in Zhengzhou(Source:TPRI)Zhengzhou4.232A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report4.2.2 Management MechanismIn Zhengzhou,a Leading Group for the Green Urban Freight

275、Pilot Programme has been set up,with the Deputy Mayor as the group leader.Its members include local Bureaus of Transport,Finance,Ecology&Environment,Urban and Rural Construction,City Administration,Commerce,Market Regulation Administration,Logistics and Port,Big Data,Industry and Information Technol

276、ogy(automobile),Natural Resources and Planning,as well as the local Development and Reform Commission,the Municipal Postal Administration,the traffic police,and the Zhengzhou Power Supply Company of the State Grid.The office of the Leading Group is located at the Bureau of Transport.The Leading Grou

277、p is responsible for coordinating all tasks of the Green Urban Freight Pilot Programme.4.2.3 Supporting Policies(1)Introduction of a series of supporting policies for the promotion of NEVsIn 2019,the Zhengzhou Municipal Peoples Government introduced a comprehensive set of policies supporting the aut

278、omobile industry in Zhengzhou.These policies include plans for accelerating the promotion and application of NEVs,the development of new energy and intelligent connected vehicles,and implementation plans for new energy taxies in Zhengzhou424344.Zhengzhous bureaus of the ecological environment,transp

279、ort,public security,city administration,and urban and rural construction jointly issued policies and measures pertaining to the systems of road traffic,urban delivery,and vehicles in general.The bureaus formulated policies that specify,for example,the provision of purchase and operation subsidies,di

280、scount parking fees,right of way plans,and preferential charging rates for NEVs.To accelerate the plan to scrap existing conventional fuel light-duty trucks and replace them with NELVs in the logistics market,traditional vehicles.have been gradually banned from entering built-up areas since 2020.The

281、 city also plans to have NELVs used as all new or replaced sanitation vehicles 45.Differentiated traffic management measures have been implemented for NEVs with special green number plates,and a classified management system for their right of way has been improved to provide convenient access to eli

282、gible NELVs on the road.Including and within the Third Ring Road,NEVs are only subject to traffic restrictions during morning and evening peaks.However,both new energy and conventional fuel trucks of any size were not allowed to travel on elevated roads(such as portions of ring roads and some highwa

283、ys)before 2021.Mini conventional fuel trucks and new energy trucks of all types will be allowed to travel on elevated roads under a new policy,which is yet to be issued.(2)Fiscal policiesFor the vehicles listed in the National Key Project on Energy Saving and NEVs,the Zhengzhou Municipal Finance Bur

284、eau provides a subsidy at the ratio of 1:1,as per the national subsidy standard and conducts progress assessments of the project together with relevant departments.Rewards(1.2 times the reward value for replacing conventional fuel logistics vehicles within their service age)are granted for NELVs whi

285、ch are sold in Zhengzhou and registered in the Vehicle Management Department of Zhengzhou Municipal Public Security Bureau.In 2019,reimbursements were EUR 3,846/vehicle(RMB 30,000/vehicle)and in 2020,reimbursements were EUR 2,564/vehicle(RMB 20,000/vehicle).(3)Supporting policies for the constructio

286、n of charging piles Specialised planning measures are being planned to optimise the distribution layout for charging and battery-swapping stations,to increase their utilisation rate,and ensure the orderly accessing and use of these stations in the city46.Based on the local conditions for implementat

287、ion,the 2019 layout plan includes the construction of 7,098 charging piles in areas located under Fourth Ring Road flyovers(elevated sections of highways),maintenance areas of national and provincial trunk highways,logistics parks,wholesale markets,important transportation hubs,public parking lots,a

288、nd in the operation areas of charging pile enterprises(see Table 4-1).New residential compounds equipped with parking spaces are to provide charging facilities or reserve installation conditions for chargers,and new residential projects are to 33A Study on the Promotion and Application of New Energy

289、 Logistics Vehicles in China:Final Reportensure at least 10%of the parking slots are equipped with charging piles before opening to the public.Similarly,the parking lots of new shopping malls,hotels,hospitals,office buildings,and other large public buildings with an area of more than 20,000 m2,as we

290、ll as public parking lots,are to be provided with charging facilities,with at least 10%of parking slots with charging facilities being installed before the structures and properties are opened to the public.The construction of charging facilities in existing residential areas should be introduced as

291、 soon as possible to promote their development in an orderly way.Centralised office areas of the Municipal Bureaus,as well as enterprises and schools under the purview of municipal administration should be equipped with charging piles covering no less than 15%of the surface parking slots.Existing pa

292、rking spaces of private enterprises,shopping malls,hotels,and public parking lots are encouraged to also provide charging piles.Additionally,the construction of hydrogen refuelling stations is encouraged.The Zhengzhou Municipal Finance Bureau has granted subsidies of 50%for needed investments in equ

293、ipment for hydrogen refuelling stations installed between 2019 and 2020.4.2.4 Problems and Obstacles(1)Unfair competition caused by improper use of passenger vehicles for freight purposesThere is a growing phenomenon of passenger vehicles being illegally modified for logistics purposes in Table 4-1

294、Construction Layout Planning of Charging PilesS/NTypeQty.1Areas under the Fourth Ring Road flyover(under construction)4002Maintenance areas of national and provincial trunk highways,as well as roads1463Logistics parks and wholesale markets3,5164Important transportation hubs9345Public parking lots820

295、6Operation areas of charging pile enterprises1,282Total7,098Zhengzhou.Such vehicles are allowed to move without restrictions in urban areas and on roads that are elevated,including portions of some ring roads resulting in unfair competition with other transport vehicles.Using passenger vehicles in t

296、his way also weakens the importance of the right of way privileges for urban areas and elevated sections of roads that may be provided to NELVs.(2)Freight distribution problems caused by traffic restrictions during peak hoursAlthough NELVs enjoy a certain priority over other vehicles in Zhengzhou by

297、 having right of way privileges to access different roads at different times,they are not allowed to travel within the Third Ring Road in the morning and evening peak hours,which is a restriction that is the same as for conventional fuel logistics vehicles.This limitation has a substantial negative

298、impact on green urban freight distribution,particularly since the morning peak hours of 7am to 9am coincide with the busiest hours for urban freight distribution services.(3)High purchase costUnder the trend of phasing out national and local purchase subsidies for NEVs,the focus of fiscal support fo

299、r these vehicles has shifted to NEV operation and charging infrastructure in recent years.As one example of the impact of the loss of these subsidies,a light-duty,battery-electric truck in Zhengzhou would have received a subsidy of EUR 192(RMB 1,500)per kWh in 2017,but in 2020,the subsidy for the sa

300、me vehicle was only EUR 40(RMB 315)per kWh in 2020.Due to this subsidy decrease,the end sale prices of BELVs are now about 30%-60%higher than those of conventional fuel vehicles.34A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report4.3.1 Progress to DateChe

301、ngdu has established an urban joint-distribution monitoring platform to support the better administration of registered delivery vehicles under the Joint-Distribution Pilot Programme9 of MofCom in 2015.By June 2020,the platform identified 2,973 standardised delivery vehicles,including 1,502 NELVs an

302、d 394 cold-chain conventional fuel vehicles,and marked 5,664 urban delivery service stations.As of August 2020,there were 30,431 battery electric and plug-in hybrid logistics vehicles working in urban delivery in Chengdu,and 23,500 charging piles10.4.3.2 Management MechanismIn 2015,Chengdu set up a

303、Leading Group for the pilot work of the Urban Joint-Distribution Programme with the Deputy Mayor in charge as the group leader.It established a multi-departmental coordination mechanism with the logistics administration department as the main body,and the Departments of Commerce,Public Security,Tran

304、sport,and related bodies as collaborative parties.A particularly important contribution of this plan was the establishment of a collaborative mechanism between departments managing urban logistics vehicles(such as that of public security or transport)for policy research,development,and implementatio

305、n of related programs.In June 2018,Chengdu was approved as one of the first cities to join the Green Urban Freight Pilot Programme.Based on the Leading Group coordination mechanism,Chengdu further completed the green urban delivery coordination mechanism according to the new requirement set by the G

306、reen Urban Freight Pilot Programme.Relevant departments of the municipal government have increased efforts to support the purchase and operation of NELVs,the construction of distribution centres,the promotion Chengdu4.3of advanced NELV business modes,and the cultivation of support for the vehicles a

307、mongst the main market players.4.3.3 Supporting PoliciesIn 2019,the municipal government issued a set of policies and measures to reduce costs and increase benefits for the development of the logistics sector,as well as to support the restructuring of transportation services overall in Chengdu474849

308、.These plans also include measures for improving the management of temporary roadside parking,such as by specifying the requirements for divided or staggered parking periods and providing a classification specifically for the roadside parking of urban logistics vehicles.The policies also encourage p

309、ostal,express service,and urban delivery enterprises to establish innovative freight delivery modes,including integrated and centralised distribution plans,and joint-delivery and night-delivery services,and encourages the use of NELVs and low emission vehicles for urban and rural delivery routes.The

310、se plans provide instructions for creating an environment conducive to the development of a green,low-carbon,and efficient logistics system.They also promote the development of the substantial economy in Chengdu,which further drives the development of green urban freight delivery in the city.Additio

311、nally,right of way privileges are fully given to NELVs to ensure the ability of these legally compliant standardised vehicles to enter into built-up areas at all times,for the efficient delivery of goods central to citizens livelihoods,such as those that need to be sent via cold-chain delivery,fresh

312、 agricultural products,and general urban express deliveries.In October 2019,five municipal departments,including the Bureau of Economic and Information Technology,jointly issued a notice on issuing policies that support the development and promotion of hydrogen energy and NEVs 50.The notice specifie

313、d that urban admittance permits will no longer be issued to conventional fuel logistics vehicles(except for those with irreplaceable applications)from 2020 onwards.NELVs in urban 9 In order to implement the Opinions of the State Council on Deepening the Reform of the Circulation System and Accelerat

314、ing the Development of the Circulation Industry(Guo Fa 2012 No.39)and the Opinions of the General Office of the State Council on Policies and Measures to Promote the Healthy Development of the Logistics Industry(Guo Ban Fa 2011 No.38),improve the efficiency of urban logistics and reduce the cost of

315、logistics,the Ministry of Commerce and the Ministry of Finance launched the Joint-Distribution Pilot Programme in 22 cities,including Nanjing,Wuhan,Xiamen,and Chengdu.10 Data summarised by Chengdu Transport Bureau35A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Fi

316、nal Reportdelivery services are allowed to temporarily park and handle freight in dedicated parking areas on downtown roads,with the precondition of not blocking traffic and are exempt from parking fees for the first two hours per day.4.3.4 Management innovations(1)Standards and RegulationsThe estab

317、lishment and improvement of local standards for the urban freight distribution supply chain(e.g.warehousing,operation,and services)help to normalise the development of the urban delivery sector.In 2015,Chengdu formulated a local standard for urban logistics distribution vehicles51.The standard speci

318、fies the requirements for the main technical parameters and technological basis of these vehicles,as well as for energy saving programs and environmental protection plans.Based on the needs of the pilot program,local standards also provided the outline of basic requirements for vehicle identificatio

319、n and service management initiatives.Chengdu also issued a local standard specifically for cold-chain deliveries in 201752,which outlined the basic requirements for the necessary facilities and equipment,as well as plans for temperature control,quality tracing,and information management relating to

320、urban cold chain deliveries of major agricultural products.The standard has facilitated the setting of quality and safety standards for agricultural products and normalised urban cold chain activities.NELVs deployed during the Green Urban Freight Pilot Programme in Chengdu also strictly followed loc

321、al vehicle standards and regulations,which promoted the development of green urban freight while supporting the standardisation of the industry(see Figure 4-5).Fig.4-5 Standardised New Energy Delivery Vehicles(Source:TPRI)(2)Other MeasuresThe urban joint-distribution monitoring platform has played a

322、n important role in the 2015 Urban Joint-Distribution Pilot Project by undertaking service monitoring,assessment,and evaluation tasks for green urban freight services.It has also provided a linkage to share information that was previously only available internally to individual shippers,carriers,and

323、 government agenciesBy acquiring third-party services to establish and operate the platform,the Chengdu government applied new regulation patterns and management techniques in an innovative way.The platform allows for the integration of various service functions such as information queries,vehicle m

324、onitoring services,electronic fence services,the provision of index statistics,performance evaluation,and data analysis options.The platform can generate monthly analysis reports on connected vehicles and has established a real-time big data analysis system to effectively meet government requirement

325、s for performance assessment and to provide information services for the pilot enterprises.It has also enabled the sharing and co-management,and co-governance of information resources in the urban freight system.During the implementation of the Green Urban Freight Pilot Programme,enterprises which w

326、ant to add new conventional fuel logistics vehicles into the monitoring platform must simultaneously also add corresponding NELVs into the platform in a ratio of 1:1 or 1:2.Since 2018,newly added NELVs also use the platform to receive free delivery information services(see Figure 4-6).Fig.4-6 Joint-

327、Delivery Monitoring Platform in Chengdu(Source:TPRI)36A Study on the Promotion and Application of New Energy Logistics Vehicles in China:Final Report(2)Problems and ObstaclesThe promotion of NELVs in Chengdu is still facing difficulties.With the gradual phasing out of the national subsidy for NEVs a

328、nd a lack of additional subsidies for NELVs being provided in Chengdu,the cost-efficiency of choosing NELVs over other vehicles is diminishing.Current NELV models,performance standards,and after-sales services cannot fully meet the urban delivery markets demand.In addition,charging facilities still

329、cannot match even the short-term charging demands of NELVs.Management standards for new business models of NELVs,such as leasing/sharing and the“Internet+”model,are yet to be completed.Finally,the systems required for the responsible scrapping of NELVs and for power battery recycling still need to b

330、e improved.4.4.1 Progress to DateBy the end of 2019,Shenzhen had 3,549,200 vehicles in operation of which 443,000 were NEVs,accounting for 12.5%of the total number.Over 75%of these NEVs were passenger vehicles.The share of NELVs in Shenzhen is higher than anywhere else in China,with 85,900 NELVs in

331、operation,accounting for 19%of the total number of NEVs(see Figure 4-7).About 65,000 NELVs are utilised as regular logistics vehicles,making Shenzhen the city with the most extensive NELV logistics stock.A total of 60,593 charging piles had been built in Shenzhen by the end of 2019.Fig.4-7 Overview

332、of types of NEVs in Shenzhen11TaxiSaniation trucksRide hailing carDump truckCargo vehiclesPrivate sector,etcShenzhen4.4In Shenzhen,approximately 95%of BELVs were rented to freight operators through 15 vehicle renting companies,who together owned over 1,000 vehicles.These BELVs account for 49.7%of th

333、e total number of NELVs,showing a high degree of use of this particular type of vehicle in the city.4.4.2 Management MechanismThe promotion of NELVs in Shenzhen is led by the Logistics and Supply Chain Development Department of the Municipal Transport Bureau and other participating departments in the city,including the Municipal Development and Reform Commission,the Ecological Environment Bureau,a