A project workshop was held in Oslo on 15th June where findings from planning documents, interviews and analyses for Oslo based on spatial, demographic and mobility data were presented. Based on this, we discussed changes in electric mobility that have occurred in Oslo, thoughts about establishing a zero-emissions zone in central Oslo and the situation and importance of EV charging.
Oslo has several plans and strategies that include electric mobility from different perspectives. Oslo municipality also has support schemes for both the establishment of infrastructure and the purchase of vehicles, which are in addition to the national support schemes and electric car investment.
New car sales, electric car sales and the share of electric cars are higher in areas of Oslo with the highest income. The share of electric cars is also higher in some specific areas with high density and high education. There are higher electric car sales/share in areas with a higher share of non-European ethnicity, which is surprising, but this is after we control for other socio-economic factors, and it does not necessarily have to be non-Europeans who buy electric cars in these areas. The surveys also show that electric car sales and the share of electric cars are higher in areas with a high proportion of detached houses (and to a lesser extent terraced houses) and lower in areas with apartments.
The figures from Oslo also show that more people are using electric bicycles, but that the proportion of bicycles is not increasing. In contrast, the use of electric scooters in Oslo has become an important part of the cityscape and constitutes an important market for the operators worldwide.
The transition to electric mobility in Oslo has been documented with the collection of data from apps and user surveys. Regulations have evolved, but regulatory processes still need to become more transparent and include more actors and user groups. Sharing solutions need to be more attractive for use in everyday life, as does combining different modes of travel, especially with public transport. At the same time, private use of one's own car must be made more restrictive in order to foster a more inclusive transition to electric mobility.
The situation for a zero-emissions zone in central Oslo is still unclear. The policy objectives may be covered by other measures such as encouraging car-free city lifestyles and Oslo’s toll ring. Geofencing related to how much you drive and use of road space could be a fairer solution. If a zero-emissions zone is to be put in place, this should be part of a strategic transport plan.
Oslo currently has an extensive network of EV chargepoints, and is investigating where further installations are required. There is a lack of slow chargers in neighbourhoods with apartments, and not all chargers are in the right place based on need. There is also a need for need for more dynamic charging and more dynamic pricing. Oslo municipality’s costs have increased a lot more than expected, due to a poor pricing model. A new model is now being made.
An important point of learning from the discussion in the workshop is that roads and associated infrastructure are a limited good that should be distributed in a socially just way.
