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Hong Kong Roadmap on Popularization of Electric Vehicles

Contents

Message from the Financial Secretary ...................................1 

Message from the Secretary for the Environment  ...................2

Summary ...........................................................................3

Chapter 1: Vision ................................................................4

Chapter 2: Challenges and Progress Made .............................6

Chapter 3: Targets and Promotion .........................................8 

Chapter 4: Supporting Measures and Facilities .....................19

Concluding Remarks .........................................................27

Annex ..............................................................................28 

Abbreviations ....................................................................29

Message from the Financial Secretary

n response to global climate change, electrification of transportation system has become a global trend. Adoption rate of electric vehicles (EVs) has been surging under relentless promotion from governments around the world. In 2010, there were only 17 000 pure battery

EVs. The number increased by nearly 300 times to over 4.8 million in 2019. Many countries have also announced their intention to boost the adoption of EVs in the coming decade, as well as plans to reduce or even terminate the production of fuel-propelled vehicles.

Hong Kong is a world class city. The Government is determined to improve air quality and develop Hong Kong to be a smart city, and at the same time has set a target of striving for attainment of carbon neutrality before 2050. To reach these goals, promoting the use of EVs is a very vital measure. The Steering Committee on Promotion of Electric Vehicles that I chair has been actively promoting the use of EVs. After consulting the Committee and other stakeholders, the Government has formulated the Roadmap on Popularisation of EVs to comprehensively strengthen our efforts to push ahead the use of EVs and make preparation on all fronts to meet the new era of rapid and wide adoption of EVs, advancing towards zero vehicular emissions before 2050. 

After the formulation of the Roadmap, we will soon promulgate the Clean Air Plan for Hong Kong 2035 and Hong Kong’s Climate Action Plan 2050, which will respectively elaborate on the Government’s overall strategies and measures to improve air quality and strive to achieve carbon neutrality so as to address climate change, driving Hong Kong in pursuit of green and sustainable development.

Looking ahead, the Government will continue devoting necessary resources and get prepared for the popularisation of EVs. I also look forward to the collaboration between all sectors of the society and the Government to make Hong Kong a more liveable, green and smart city.

Paul Chan Mo-po

Financial Secretary

March 2021

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Message from the Secretary for the Environment 

o tie in with the development of a green and liveable smart city, popularisation of electric vehicles (EVs) is a general trend. Hong Kong is making timely preparation for reducing carbon emissions, enhancing air quality, creating green employment, and upholding green recovery and the blueprint of a smart city with a view to benefitting the entire society.

Zero carbon emissions

The Chief Executive announced in the 2020 Policy Address that Hong Kong will endeavour to achieve carbon neutrality before 2050. Coupled with the transformation of low-carbon power supply, the promotion of zero carbon emissions from vehicles serves as one of the key strategies around the globe to strive for carbon neutrality and combat climate change.

Currently, transportation makes up of about 20% of carbon emissions in Hong Kong. Thus, while we are exploring how to reduce carbon emissions from generation of electricity and save energy, promoting popularisation of EVs in pursuit of zero carbon transportation is our key measure to drive for carbon neutrality.

Air quality

To further improve roadside air quality to enhance public health, the Government has implemented some key measures including promoting the replacement of diesel taxis and minibuses with liquefied petroleum gas ones since 2000, tightening the emission requirements of newly registered vehicles gradually (i.e. diesel private cars need to fulfil the emission standard of California Level III while other vehicles excluding motor cycles and electric tricycles have to meet Euro VI emission standards), phasing out pre-Euro IV diesel commercial vehicles from 2014 to 2020, as well as launching a scheme in 2020 to further phase out Euro IV diesel commercial vehicles. On the other hand, we have retrofitted Euro II and Euro III franchised buses to tighten the air pollutant emission standard to Euro IV.

The roadside air quality in Hong Kong has improved significantly over the past two decades under the multi-pronged approach. Compared with the highest levels, the concentration of major air pollutants such as sulphur dioxide, nitrogen dioxide, respirable suspended particulates and fine suspended particulates has dropped by 34% to 82%. The promotion of popularisation of EVs, irrespective of private cars or commercial vehicles, will further help improve air quality.

Keeping up with the times

We anticipate that EV technologies, in particular that on commercial and heavy vehicles, will develop rapidly in the future. The strategies of promoting popularisation of EVs will have to be adjusted in time, taking into account technological, environmental, social and economic developments. In this connection, the Roadmap is a living document, keeping up with the times.

We will review the strategies, measures, progress, etc. in the Roadmap around every five years with a view to providing an update to keep up with the developments and move towards the target of zero vehicular emissions early.

WONG Kam-sing

Secretary for the Environment 

March 2021

Summary of Roadmap on Popularisation of Electric Vehicles

Vision

First Registration Tax  (FRT) Concessions 

FRT concessions and One-forOne Replacement Scheme for e-private cars. Accumulated concessions exceeding $7.4 billion in 6 years since 2015

Lower Vehicle Licence Fees 

Licence fees for e-private cars are lower

Free Charging

Free EV charging services at government car parks

Tax Concessions 

Full FRT waiver and profits tax deduction for e-commercial vehicles

Supporting Technological Developments 

$1.1 billion New Energy Transport Fund to subsidise trials and application of green transport technologies

Private  Charging 

Facilities

NEW BUILDINGS:  

Must install charging infrastructure to apply for gross floor area concessions for car parks starting from 2011.  68 000 parking spaces have been approved

EXISTING BUILDINGS:  $2 billion EV-charging  at Home Subsidy Scheme  open for application since end-2020 which is expected to subsidise installation of charging infrastructure for more than  60000 parking spaces in existing private residential buildings Public Charging Network

NEW BUILDINGS:  Install EV medium chargers at 30% of parking spaces at new government buildings

EXISTING CAR PARKS:  

Allocated $120 million to add 1 000+ medium chargers at government car parks by 2022

Target

Zero Carbon Emissions • Clean Air • Smart City

Green and Decarbonisation • Innovation and Cooperation

Multi-pronged approach to create conducive environment for popularisation of EVs

        Task Force                              Green Tech Fund                          Smart City                                 Regional 

Examine high-end development       $200 million Green Tech    Make good use of development       Collaboration of new decarbonisation      Fund to fund        in technologies including Internet    Seize opportunities to technologies globally, including             R&D of green       of Things, big data and artificial        be brought about by new energy vehicles and fuel       technologies,       intelligence          the EV technological 

        technology such as hydrogen         including EV                     Continue to promote the adoption of autonomous driving development in Greater Bay Area

fuel                                                                                                projects and technologies in smart 

Electric Private Cars                                                                               ^mobility

          No new registration of                        Tax Concessions                              Government Taking the Lead

           fuel-propelled private cars                 Increased the FRT concession cap             EV as standard for government small and 

including hybrid vehicles under SchemeOne-for-One Replacement  _{for e-private cars to} $287,500 medium private cars to be procured or replaced ^{in 2035 or earlier} Extended FRT concessions and One- Public Organisations

                                                    for-One Replacement Scheme to             Encourage public organisations to make 

March 2024                                         reference to the government’s new green procurement policy for vehicles

Electric Commercial 

Vehicles

Dedicated Trials Promoting trials for electric public transport and commercial vehicles proactively,           with a view to setting a more concrete way forward and timetable around 2025

         Single-deck Bus                                       Public Light Bus                               Goods Vehicle

$180 million trial for single-deck e-buses       $80 million trial for e-public light     Trial for available medium goods vehicles to put into service progressively to test the         buses to be commenced in 2023      model under NET Fund operational performance 

                                                   Taxi                                                   Other Vehicles

        ^{Double-decker}                                        Explore with operators for suitable             Funding scope of NET Fund expanded to 

Trials for double-deckers and other types       operational mode and EV models for            cover motorcycles and non-road vehicles of buses under New Energy Transport Fund         trial

(NET Fund)

Charging Network

         Private Charging Facilities                      Public Charging Facilities                Promoting Marketisation

          2025 ≥150000                      (Plan to double in the future) Fees for EV charging at government car _{parks to be imposed from around 2025}

With the encouragement and incentive         Marketise charging services progressively measures, we expect more private        Public Transport         with a view to promoting its sustainable commercial or residential parking           Designate charging bays for public     development in the long run spaces to be equipped with charging          transport at public transport 

        infrastructure                                              interchanges of new development areas     Travelling to the Mainland

         Examine requiring parking spaces in                                                                            Study proposals to facilitate EV charging in 

new private buildings to be equipped            Quick Charging Facilities        the Mainland with charging infrastructure       Identify sites for a territory-wide quick 

charging network, including exploring the feasibility to convert petrol and LPG filling stations to charging stations

Maintenance Services

        Post-secondary Training                        Collaboration with the Trade

Work closely with post-secondary Strengthen communication with the trade and institutions to provide sufficient training, facilitate cooperation between EV suppliers and re-training and education opportunities local institutes to offer additional education programmes Battery Recycling

         Eco-responsibility                                   Green Technologies

Strive to legislate a Producer           Cover second life applications of Responsibility Scheme for retired EV     EV batteries in the priority themes batteries in the next few years          under the Green Tech Fund

Zero Vehicular 

 2050Before Emissions

Act in concert with Hong Kong’s target to achieve carbon neutrality before 2050

Regular reviews  Strategies and targets will be reviewed roughly every 5 years to keep abreast of the latest situation

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1  Vision

1.1 Electric vehicles (EVs) have no engines thus no emission of air pollutant at roadside. Their designs allow easy integration with artificial intelligence and wireless network, thus enhancing performance, functions and safety of vehicles remarkably, and enable smart features that make lives more comfortable and convenient. In this context, the wider or eventual full adoption of EVs will be a key element that drives Hong Kong towards the vision of “Zero Carbon Emissions • Clean Air • Smart City”.

cars in the next few years. In view of the above, we need to keep abreast of their development with a view to identifying technologies and models suitable for local applications in the future. As regards infrastructure, the establishment of a charging network to support EVs is vital, coupled with marketisation of the network to ensure its sustainable development. On the other hand, talents to support adoption of EV technology and appropriate handling of retired EV batteries are subjects that need to be thoroughly considered in the 

Zero Carbon Clean Smart 

           Emissions          Air         City

1.2 Hong Kong strives to achieve the target of zero vehicular emissions before 2050 in order to facilitate the attainment of carbon neutrality within the same time frame and improve air quality concurrently. The technology of e-private cars has become relatively mature and their market supply will increase quickly, gradually replacing conventional fuel-propelled private cars. The technological development of other types of EVs is also anticipated to catch up with that of e-private 

course of attaining zero vehicular emissions. Against the above, we have devised short, medium and long term strategies that comprehensively cover all key areas of EV development in Hong Kong.

1.3 Realising the vision requires both the private and public sectors to stay innovative and open-minded so as to embrace new trends and operational modes that come along with EV development, and to work hand in hand with each other to strive to attain zero vehicular emissions. We look forward to collaborating closely with different stakeholders, supporting Hong Kong to become a frontrunner in capitalising on the opportunities brought about by EV development.

Vision

2  Challenges and Progress Made

Overall Challenges 

2.1 Hong Kong has an extremely high population density and compact urban form. Adoption of EVs in Hong Kong comes with challenges unique to the city, including setting up appropriate charging infrastructure and identifying models of EVs that are suitable for local application. As Hong Kong’s roads are relatively narrow, there is not much space for installation of roadside charging facilities. Unlike other places where people live in houses or less populated setting, most buildings in Hong Kong are high-rises with comparatively less number of parking spaces. Given that these buildings are usually of multiple ownership and under third-party property management, Hong Kong’s EV owners are often required to obtain consent from other owners of the same premises for the installation of charging facilities at parking spaces, and may encounter other sticky issues including the concern about electricity supply and installation costs of charging infrastructure.

2.2 On the other hand, as Hong Kong has a hilly terrain, vehicles are often required to run on slopes. The hot and humid weather also demands air-conditioning for most of the time. Hence, EVs in Hong Kong need to have greater battery capacity than that in many other places.

2.3 In Hong Kong, 90% of the total passenger trips each day are made through public transport. Hence, public transport has long operating hours and travel distance every day. For example, a taxi is generally being operated for over 20 hours and over 400 km on a daily basis; whereas more than 95% of public buses adopt large double-deck buses with large capacity to cope with the passenger demand and mitigate traffic congestion. Similar double-deck buses are rarely used in other places and there is yet supply that can match Hong Kong’s various operational needs. EV technologies suitable for heavy transport are also under development around the globe.

Current Policies and Measures

2.4 The Government has been promoting EV adoption and has formulated a series of policies and measures. Given that the structure of EVs is very different from that of conventional fuel-propelled vehicles, a new set of type approval requirements¹ has been established separately to cover the battery and charging system. The calculation of vehicle licence fees for e-private cars are also based on the vehicle weight, instead of cylinder capacity of engines for petrol or diesel private cars.   

Figure 2 Current measures promoting EV adoption

Financial         First registration tax (FRT) concessions incentives    and One-for-One Replacement Scheme for e-private cars. Accumulated concessions exceeding $7.4 billion in 6 years since 2015

Full FRT waiver for e-commercial vehicles and profits tax deduction Lower licence fees for e-private cars 

Free EV charging services at government car parks

Public     $120 million fund in 2019 to add charging       1000+ medium chargers at government network     car parks, making a total of 1 800 chargers by 2022

Install EV medium chargers at 30% of parking spaces at new government buildings

Update the requirements for EV charging network in the Hong Kong Planning Standards and Guidelines and the Government Circular on Green Government Buildings

Private   Charging infrastructure installed in new charging     buildings in order to be qualified for gross facilities  floor area concessions for their car parks starting from 2011. 68 000 parking spaces approved

$2 billion EV-charging at Home Subsidy Scheme launched in October 2020. Expected to subsidise installation of charging infrastructure for over 60000 parking spaces in existing private residential buildings 

Trial of EVs     $80 million trial for e-public light buses and relevant $180 million trial for single-deck e-buses technologies

$1.1 billion New Energy Transport Fund to subsidise trials and applications of green transport technologies

$200 million Green Tech Fund to fund research and development (R&D) of green technologies, including EV projects

1. Prior to vehicle registration, applications should be made to the Transport Department for vehicle type approval or parallel import pre-registration inspection so as to ensure that the design and constructions of vehicles comply with the requirements stipulated in the Road Traffic Ordinance (Cap. 374) and its subsidiary regulations. 

2.6 Globally, EV as a whole is still at the early stage of development. While technologies of e-private cars are getting more mature, models available in the market are less than that of fuel-propelled private cars at this stage. However, with countries making efforts to promote EV application and encouraging car manufacturers to conduct research and development, we will certainly see exponential developments in the EV technologies and their applications in the years to come. The breakthroughs in e-private cars will also extend to various commercial and heavy vehicles. We will keep abreast of the technological development on various fronts and make reference to policies and measures to be taken by other economies. In the meantime, we will work hard to establish local charging infrastructure and encourage the trade to conduct trials on different e-commercial vehicles so as to get prepared for the new era of EV. Our strategies and measures are elaborated in the ensuing chapters.

I.        EV Readiness

3.1.1 To attain our long-term target of zero vehicular emissions before 2050, we have to formulate a comprehensive set of strategies that diligently identifies gaps for actions and prioritises tasks, taking into account various factors including technological development, local environment, social acceptance and economic considerations. In general, a type of EV is ready for wider adoption if it suits the criteria below.

            Technological readiness

3.1.2 The technology of the type of EV must be relatively mature and reliable. The battery capacity, driving range and payload have to meet local operational requirements. Other factors such as charging speed, battery life and safety also need to be considered.

           Vehicle availability

3.1.3 Steady local supply is of paramount importance to promote healthy market competition, provide choices to the public, and enhance confidence in EVs. The market should provide models of different prices for vehicle owners to choose. In particular, the supply of affordable models is an important prerequisite for wider EV adoption.

Private cars

Taxis 

Supporting facilities

3.1.4 Sufficient charging facilities are required. Affordable charging and supporting facilities, as well as timely and cost effective maintenance support are both essential for the popularisation of EVs.

II.      Electric Private Cars 

3.2.1 Private cars account for more than 70% of vehicles in Hong Kong, and their total carbon emissions are the highest among vehicle types. Hence, promoting use of e-private cars can speed up the pace towards carbon neutrality. As the technology of e-private cars is relatively mature, there are more and more models suitable for wider applications available in the market. In view of this, it is appropriate to first focus on the promotion of e-private cars.

3.2.2 The battery capacity of e-private cars has been enhancing significantly and charging speed is also catching up. New models introduced in the last two years often have a range of over 300 km under a single charge, with some reaching over 500 km. Most of these models can also be charged to 80% full within an hour. Such rapid development renders e-private cars suitable for daily use in Hong Kong generally. 

3.2.3 The global market of e-private cars has been also expanding dramatically in the past few years. Major car manufacturing countries including the Mainland China, Korea, and the United States have implemented various measures to encourage their car manufacturers to increase production of EVs and intensify the associated R&D. Local car importers and suppliers also introduce more and more EV models to Hong Kong. In 2020, there were 39 e-private car models from 14 manufacturers locally.

3.2.4 As for the supply of more affordable e-private cars, there were only 6 models priced $400,000 or less (before first registration tax) in early 2018. The number has increased to 25 in 2020, i.e. 4 times more in the past 2-3 years. It is expected that more affordable models will enter the market given conventional car manufacturers are allocating additional resources to develop EVs and some of them have already set timelines to produce only EVs in the foreseeable future.

3.2.5 As regards charging facilities for e-private cars, we notice that there are two major trends of development. Some drivers rely on public charging facilities provided by car manufacturers, the Government and private sectors. Others charge at home, office or places where they often visit.

Details will be set out in the next chapter.   

No new registration of fuel-propelled private cars including different types of hybrids in Hong Kong in 2035 or earlier

3.2.6 A number of leading economies in EV adoption such as Denmark, Ireland, and the Netherlands have announced targets for 100% zero emission vehicle (ZEV) sales for private cars in the next decade or two. For Norway, the economy with highest EV adoption rate in the world, the target for 100% ZEV sale is set at 2025. To cater for the demand of EVs in the private car market, many conventional car manufacturers have formulated plans to shift their focus to develop and produce EVs. Hong Kong needs to plan ahead to act in tandem with the world to phase out fuel-propelled vehicles progressively, with a view to heading towards our target of zero vehicular emissions.

3.2.7 Taking into account the global trend to promote EVs, Hong Kong will stop new registration of fuel-propelled private cars, including plug-in hybrids and hybrids, in 2035 or earlier. This target will prompt stakeholders to prepare for better transition to EVs. For instance, public and private organisations can plan for charging facilities accordingly, while more models of e-private cars of different price levels and performance could be timely introduced into the market. Furthermore, post-secondary institutions can offer training and re-training to professionals and technicians in the repair and maintenance sector. Car manufacturers and importers can also plan for the recycling arrangement of EV batteries with the recycling trade.

3.2.8 We will review the Roadmap roughly every 5 

Use of financial incentives

3.2.9 Subsidies and tax concessions can lower the costs of purchasing and using EVs, thus narrow the gap in total cost of ownership between EVs and their fuel-propelled counterparts. They have been one of the effective government measures in increasing adoption of EVs both locally and internationally.

3.2.10 In view of land scarcity and population density in Hong Kong, it is important to strike a balance between promoting adoption of EVs and giving unintentional impetus to vehicular growth. Therefore, Hong Kong has implemented the “One-for-One Replacement” Scheme since 28 February 2018 to provide higher first registration tax (FRT) concessions to car owners that replace their old private cars with EVs. From 24 February 2021, EV owners can enjoy FRT concessions at $287,500 under the Scheme, while the basic FRT concession level for new EVs not under the Scheme is $97,500. E-commercial vehicles will continue to have their FRT fully waived.

3.2.11 The “One-for-One Replacement” Scheme is proven to be effective. From its launch to the end of 2020, around 90% of the 7 500 first registered e-private cars have opted for the Scheme. 

Figure 9 New e-private cars registered and their FRT arrangements from the launch of the “One-for-One Replacement” Scheme

years. Depending on the then global technological development, local EV uptake, the development of supporting facilities, etc., we will examine whether it is opportune to set timetables for the electrification of other fuel-propelled vehicles, including public transport and other commercial vehicles. We will also consider if there is any room to promulgate more aggressive targets to attain zero vehicular emissions. In particular, we will pay special attention to e-light goods vehicles and e-motor cycles as the development of these two types of EVs will likely become comparatively mature in the next few years and more popular in the international market. In the long term, we will also actively explore the possibility to stop renewing vehicle licences of fuel-propelled vehicles before 2050 in order to cater for Hong Kong to achieve carbon neutrality within the same timeframe. 

Total

3.2.12 In view of the success of the FRT concession arrangements, the Government has announced in 2020 the extension of the deadline for three years from March 2021 to March 2024. We are confident that the arrangements will continue to keep EVs’ competitiveness while addressing public concerns about vehicular growth.

3.2.13 Looking forward, as more and more affordable e-private cars enter into the local market, the cost of purchasing and using EVs will become increasingly closer or even the same as that of fuel-propelled vehicles. It is worthwhile to note that certain economies leading in EV adoption have already adjusted their policy and reduced subsidies for purchasing EVs. We will closely monitor the market development. When the cost gaps between EVs and fuel-propelled vehicles narrow in the local market, the Government will review policies for subsidies and concessions in good time and may adjust relevant financial incentives, making reference to other economies’ experience.

III. Electric Commercial  

          Vehicles

3.3.1 Promoting adoption of e-commercial vehicles has met with different challenges. First of all, e-commercial vehicle models available nowadays generally do not have the battery capacity to cope with the unique and demanding operating environment in Hong Kong that requires air-conditioning all seasons and has hilly terrains. Commercial vehicles often have long hours of operation, high daily mileage and high passenger loading, thus speedy and affordable repair and maintenance services are needed to meet their operational needs. 

3.3.2 On the other hand, most types of e-commercial vehicles are still in an early stage of development globally and are not yet ready for mass application in business. For example, the current price of a double-deck e-bus is more than double of a diesel counterpart. The high loading also requires operators to change batteries frequently, thus escalating the operating costs. Furthermore, the types of double-deck buses and public light buses commonly used in Hong Kong are not usually found in other parts of the world. The development and production of these types of vehicles are noticeably slower than other vehicle types that are commonly adopted in the global market. Options are therefore very limited.  

3.3.3 Yet, the cost of EV batteries has fallen over 80% in the past 10 years and the energy density of new battery models has enhanced remarkably. The new generation of lithium-ion battery technology is much improved with regard to fire resistance, environmental friendliness, quick charging capability and life span. As for other next generation batteries including lithium air battery, nanotech battery, lithium sulphur battery, solid state electrolytes battery, etc., their energy density, charging speed, durability, safety and other aspects are all expected to register further enhancement. The breakthrough in technology will help tackle the current challenges faced when switching to e-commercial vehicles.

3.3.4 The Government will pave the way for the trades to switch to e-commercial vehicles progressively in the coming few years. As the first step, we will continue to conduct trials together with the trades to test the technical and commercial viability of different types of e-commercial vehicles for use in the local environment, so as to identify the best options for Hong Kong. We will take the opportunity of the 5-year regular review mentioned above to assess the situation as a whole in around 2025. Subject to the development of technologies and supporting facilities, we will then set out a more concrete way forward and timetable for the promotion of e-commercial vehicles.

3.3.5 Apart from the above, as the Mainland is the world’s frontrunner in the manufacturing, R&D and application of EVs, including e-commercial vehicles, we will closely monitor the development with a view to tapping the ample opportunities that include application of suitable technologies and models, participation in the R&D, learning practical experience of applying e-commercial vehicles, and developing smart mobility with the use of big data and artificial intelligence.

Taxis

3.3.7 On the other hand, EV suppliers are usually providing warranty for batteries for around 6 to 8 years or 150000 to 240000 km. However, as an average taxi will be operated for more than 100000 km a year, change of batteries may occur frequently under the current technology, leading to operating cost concern.

3.3.8 To overcome the challenges, the Government is identifying potential sites for setting up quick charging stations across the territory. Details will be set out in the next chapter. The Government has also been actively approaching and encouraging vehicle suppliers to introduce suitable e-taxi models to Hong Kong, and provide longer warranty period for the batteries and timely maintenance support.

3.3.9 Currently, we are in close liaison with taxi operators for a potential trial of e-taxis to test the operation and performance of different e-taxi models. We explore to first conduct a small-scale trial in relatively confined areas including Lantau Island and Sai Kung. In parallel, various government departments have been working together to identify appropriate locations in the above two areas to set up quick EV chargers for e-taxis. The outcomes of the e-taxi trial will be useful for the trade to identify viable operational modes and EV models, and facilitate the Government to formulate policies and measures to further promote electrification of taxis.  

Public light buses (PLBs)

3.3.6 Taxis have a payload similar to a private car. However, it is common for a taxi in Hong Kong to run for more than 20 hours and over 400 km a day. Apart from requiring convenient and quick charging, taxi drivers also demand to have their vehicles repaired and/or serviced within a very short period of time. 

3.3.10 PLB is a unique mode of transportation in Hong Kong with a unique dimension, specification and number of seats, and no suitable e-PLB has been introduced to the local market. To speed up the adoption of e-PLBs in Hong Kong, the Government engaged the Hong Kong Productivity Council in March 2019 to develop the basic specifications and requirements for e-PLBs and their charging facilities that are suitable for the local operating environment, in order to provide guidance to EV manufacturers and charging service providers in the manufacturing of e-PLBs capable of fast charging and their charging facilities. Relevant guidelines were published in October 2020.

3.3.11 The Government earmarked $80 million in 2020 to launch a 12-month trial that will subsidise about 40 e-PLBs running on various routes so as to test their operations under local environment. We will first focus on green PLBs as they are running on fixed routes that are relatively short and hence their requirements on driving range and charging power are easier to cope with. Quick charging facilities will be installed at the termini, public transport interchanges or other places where the PLBs operate.

3.3.12 The Government anticipates that the trial scheme will commence in 2023 and it will help gather operational data from PLB operators and charging service providers during the trial, so as to evaluate the performance of e-PLBs and their charging facilities, and devise a concrete and feasible roadmap for the electrification of PLBs.

Buses

3.3.13 Franchised buses are one of the major sources of nitrogen oxides emission, accounting for 17% of vehicular emissions. Hence, mitigating emissions from double-deck buses have been one of the key tasks of the Government to improve air quality. With e-bus models emerging in the global market, Hong Kong is pushing ahead with our research and trial with a view to electrifying the bus fleet.

3.3.14 Currently, more than 95% of the franchised buses are double deckers, which need more powerful battery to support their bigger size and higher passenger capacity than single-deck buses. As the double-deck buses used in Hong Kong are not commonly adopted in other parts of the world, their development and production are relatively sluggish. Therefore, as the first step to electrify the bus fleet, the Government has been examining the performance, reliability and commercial viability of the single-deck e-buses in local conditions by subsidising franchised bus companies (FBCs) to purchase 36 single-deck e-buses for trial. Figure 13 Franchised buses in Hong Kong  

3.3.15 In the meantime, the Government has been working with the FBCs to install new charging facilities at Hong Kong Station Bus Terminus, Central Ferry Bus Terminus and Kai Tak Cruise Terminal for single-deck e-buses to conduct top-up charging during daytime, in order to test the suitability of this operational mode for frequent bus services in Hong Kong.

3.3.16 The initial findings of the trial show that the passenger carrying capacity and driving performance of the single-deck e-buses are comparable with that of conventional buses. However, the wider use of single-deck e-buses locally hinges on their ability to cope with the distance normally travelled by their conventional counterparts. We expect that the range constraints could be overcome in the next few years when the battery capacity is further enhanced to support more than 300 km a day after a full charge; or if there are adequate charging facilities at bus termini and public transport interchanges for top-up charging during daytime operation. Fleet management is also a feasible option, taking into account experiences in other places.

3.3.17 In view of the Government’s support and experience gained over the years, the FBCs are more experienced in the adoption of e-buses and are taking proactive actions including procuring more e-buses to conduct further trials or replace diesel buses that will retire soon. They are also establishing new depots equipped with charging facilities, carrying out conversion works for existing bus termini, and training more staff for the maintenance of e-buses. In view of the above, the Government is in active discussion with the FBCs on the arrangement of the full electrification of single-deck buses.

3.3.18 On the other hand, the FBCs are keen on putting on trial double-deck e-buses with higher passenger capacity and battery performance that are available recently in a few foreign markets. The New Energy Transport Fund (NET Fund) has approved funding to two FBCs to embark on trials of the double-deck e-buses in the next two years.

3.3.19 Apart from franchised single- and double-deck e-buses, the NET Fund is also supporting trials for non-franchised buses such as shuttle buses serving residential estates or coaches. With the improving battery technology and performance of these buses, we will continue exploring the adoption of e-buses with different operators.

3.3.20 We will make use of the opportunity of the review every 5 years to examine the trial outcomes. Taking into account the international development and production of large e-buses, we will proceed to explore formulating strategies and timetables for electrification of both the franchised and non-franchised bus fleets in Hong Kong.

Light goods vehicles

3.3.21 The development of e-light goods vehicles is following in the footsteps of e-private cars. There are already a few models with driving range up to 300 km and payload more than 1 000 kg introduced in recent years. Some models have also been subsidised for trial under the NET 

Fund and are proven to be reliable and have similar performance and lower fuel costs than their diesel counterparts. Although most of the existing models can only support modest daily use, the technological development should be able to support their wider adoption within a moderate period of time. However, similar to taxis, we have to cope with the requirements for speedy and affordable maintenance and relatively frequent change of batteries.

Medium and heavy goods vehicles

3.3.22 The technologies of e-medium and heavy goods vehicles are developed at a relatively slower pace. These types of EVs are also significantly more expensive than their fuel-propelled counterparts, and have greater demand for quick charging than light duty vehicles. Currently, there is only one model of e-medium goods vehicles in the local market and it is on trial under NET Fund. Besides, the Hong Kong Productivity Council is applying funding under the Innovation and Technology Fund for the R&D of a 16-tonne e-truck for solid waste collection. Tentatively, the Council will produce the e-truck in 2021 and commence a 12-month trial at the West New Territories Landfill in 2022.

3.3.23 Despite the current limited supply of goods vehicle models in Hong Kong, we notice that car manufacturers around the globe are expanding their product lines to this market segment and prototypes start to emerge. Meanwhile, the Government will develop a quick charging network across the territory as an important infrastructure to prepare for the electrification of the heavier duty vehicles (to be discussed in the next chapter). The Government will also keep abreast of the development of different new energy vehicles, especially the technological development in the Greater Bay Area for cross-border heavy vehicles, with a view to exploring the need to promote and support other heavy duty vehicles with zero emissions in Hong Kong.     

Other vehicles and corporate fleets

3.3.24 In September 2020, the Government extended the scope of the NET Fund to cover new energy motor cycles and non-road vehicles, including e-commercial vehicles in airport and container terminals. As meal delivery has become very popular in the past few years and uses mainly motor cycles as the transport mode, we have encouraged service operators to make use of the NET Fund to try out e-motor cycles once suitable models are available locally.

3.3.25 On the other hand, we are maintaining close liaison with large corporates to encourage them to electrify their fleets once there are e-models that could meet their operational requirements. In this connection, the Hong Kong International Airport have replaced all airside saloon cars with e-models since 2017. Other types of airside EVs or machinery, such as vehicles less than 3 tonnes, passenger buses, and ground services equipment, are also being introduced.

IV. Fleet of Government and     Public Organisations

3.4.1 To demonstrate the commitment in pushing forward Hong Kong’s transition to EVs, the Government is prepared to switch our vehicle fleet to EVs at a faster pace. Alongside with our various policies and incentives as deliberated in this chapter, we have just formulated a new policy to set EV as standard for small and medium private cars to be procured or replaced, unless there are special circumstances such as operational needs that render the use of EVs technically infeasible. For other types of vehicles, EVs and other more environmentally friendly vehicles will be accorded priority for use. Senior government officials will also take the lead in switching their saloon cars to EVs when their cars are replaced.  

3.4.2 Regarding contract vehicles under public works contracts, the Development Bureau has updated the relevant contract terms in 2020, to specify that contract vehicles supplied in a new public works contract of which the tender invitation is issued in or after February 2021 should include a certain number of EVs. Each EV should also be equipped with a medium charger of specified standards. 

3.4.3 To facilitate the electrification of the government 3.4.4 With the champion by the Government, we aim to fleet, we are preparing to invest more resources to promote public organisations to make reference to install charging facilities to cope with the operational the above new measures in fleet procurement, with needs. We will also advance in tandem with the a view to further advancing the popularisation of global development in exploring electrification EVs in Hong Kong. 

of other types of special purpose vehicles in the government fleet such as refuse collection vehicles and street washing vehicles, and will strike a balance between prudent use of public monies and taking the lead in promoting EVs.

Autonomous Transportation System on the Airport City Link

The Airport Authority Hong Kong (AAHK) has put forward the Airport City vision and blueprint, a number of proposals in which have already been accepted by the Government. Among them, AAHK proposes to take forward the Airport City Link project to construct a bridge system connecting the Hong Kong Boundary Crossing Facilities (HKBCF) Island of the Hong Kong-Zhuhai-Macao Bridge (HZMB) and the SKYCITY which comprises of hotel, retail, restaurant and entertainment elements. The project will also apply autonomous transportation system to strengthen the overall transportation network and 

enhance capacity, thereby connecting the SKYCITY, the HZMB Hong Kong Port and the Hong Kong International Airport as one. AAHK will also explore extending the autonomous transportation system of the Airport City Link to Tung Chung Town Centre to provide a comprehensive and environmentally friendly transport link.

The proposed autonomous transportation system will shorten the time travelling by land transport between Tung Chung and the airport further, with the travelling time between the SKYCITY and the HKBCF Island to be about 2 to 3 minutes, and about 8 to 10 minutes between the HKBCF Island or SKYCITY and Tung Chung Town Centre.

Route alignment and illustration of the autonomous transportation system on the Airport City Link

Targets and Promotion

4   Supporting Measures and Facilities

I.        Overall Strategy of                     ^4.1.3 

            Charging Facilities and 

           Infrastructures

4.1.1 To support mass adoption of EVs, corresponding charging facilities would become part of the infrastructure of Hong Kong. We need to introduce different charging arrangements for different types of EVs, and progressively marketise the charging services, taking into account the scarce land resources in Hong Kong and the role of the Government in promoting adoption of EVs.

4.1.2 It is common around the globe for e-private car owners to charge their cars at home, work place or places they travel to regularly. Charging private cars overnight also helps balance the demand for electricity between day and night. For e-private cars, the public charging network should only provide ad hoc top-up charging services in case of occasional needs.

For larger vehicles such as coaches, goods vehicles and other commercial vehicles, the optimal arrangement will be equipped with charging facilities at their depots or usual overnight parking spaces. Before further breakthrough in battery capacity and charging technology, high usage drivers could top up the batteries of their vehicles during daytime at conveniently located quick charging facilities. As for higher usage public transports including public light buses and franchised buses that are required to run long hours and mileage, the provision of quick charging facilities at their termini, stations or public transport interchanges can facilitate opportunity charging in addition to overnight charging. For taxis, due to their almost non-stop daily operation and the lack of fixed routes, they need to be supported by a territory-wide quick charging network. However, as battery capacity and charging technology are still under development, opportunity charging may only be a transitional arrangement in the long run.

II.           Private Charging Facilities

4.2.1 Along the above strategy, it is our target to have at least 150 000 parking spaces in private residential and commercial buildings equipped with EV charging infrastructure before 2025, to support mainly e-private cars and certain e-light goods vehicles. We will further look into the timetable of EV development and set direction for expanding the infrastructure in the next 5-year review. To achieve the targets, the policies will cover both new and existing private buildings.

New private buildings

4.2.2 To encourage installation of charging infrastructures in new private buildings, the Government tightened the arrangement of gross floor area (GFA) concessions in 2011 to only provide full concession to underground car parks that have EV charging infrastructure installed at each car parking space. As for the above ground car parks equipped with EV charging infrastructure, half GFA concession is granted.

4.2.3 Since the implementation of the arrangement, about 68 000 parking spaces have been approved and will be equipped with charging infrastructure. To keep abreast of the market situation and technological development, we are now exploring to adjust the requirement for EV charging infrastructure in car parks of new private buildings so that all parking spaces are required to be provided with charging infrastructure that supports medium chargers.

Existing private buildings

4.2.4 The majority of Hong Kongers live in housing estates and the car parks are often located at commonlymanaged space. Hence, EV owners may encounter technical difficulties and financial considerations in installing EV charging infrastructure in the buildings they reside. Obtaining consent from other owners of the buildings for the installation work may take time, or even be unsuccessful. 

4.2.5 To help EV owners overcome the above-mentioned challenges in the early stage of EV popularisation, the Government launched a $2 billion EV-charging at Home Subsidy Scheme (EHSS) in October 2020 to subsidise installation of charging infrastructure in car parks of existing private residential buildings.

4.2.6 With charging infrastructure, EV owners can install chargers that suit their own needs and charge at home easily. We expect that the scheme will cover more than 60000 parking spaces at existing private residential buildings in 3 years.  Responses to the scheme are very positive, with more than 200 applications received in 4 months after its launch, covering nearly 60000 parking spaces. 

4.2.7 We have to stress that the Government will provide financial support for e-private car owners to resolve difficulties in the installation of charging infrastructure in the initial stage of e-private car development. With wider adoption of EVs, the market demand for EV charging will continuously grow, and the Government will gradually let the 

market play its role to provide and enhance the EV charging infrastructure and supporting facilities. For installation of charging facilities in existing buildings, the Government will formulate guidelines and standards, and actively promote collaboration among private sector, property management, homeowners and the general public to expand the charging network to get the community prepared for the transition to EVs.

III. Public Housing and        Developments of the        Urban Renewal Authority 

4.3.1 The Hong Kong Housing Authority and the Hong Kong Housing Society have been installing medium chargers at car parks of existing public housing estates when technically feasible. The Housing Authority has conducted a feasibility study and will install medium chargers at hourly parking spaces of existing car parks if electricity loading allows. To ensure efficient use of resources, it will carry out installation works in phases. Depending on the utilisation of chargers, the Housing Authority will consider increasing the number of medium chargers in suitable existing car parks gradually.

4.3.2 The Housing Authority will also continue to make reference to the Hong Kong Planning Standards and Guidelines to provide EV chargers at 30% of private car parking spaces in indoor car parks of new public housing developments, while the remaining 70% will be equipped with EV charging infrastructure and space is reserved for future installation of chargers. On the other hand, the Housing Society is providing EV charging facilities in their new housing developments. For example, over 85% of parking spaces in the recently completed Mount Verdant in Tseung Kwan O and Greenhill Villa in Sha Tin are equipped with EV chargers.

4.3.3 The Urban Renewal Authority has imposed requirements on new developments for infrastructures that enable future installation of charging facilities in new residential carparks. The Authority has also specified charging facilities required in new commercial carparks. For instance, medium or quick chargers are installed at all 60 plus parking spaces in the commercial portion of the eResidence and Grand Central.

IV. Public Charging Facilities

Charging facilities in government car parks

4.4.1 Public chargers are provided by both public and private sectors for top-up charging of EVs, mainly private cars and light goods vehicles. As at end-2020, more than 3300 chargers from the private and public sectors are open to the public, among which more than 1100 are offered by the Government and the rest are provided by the private sector. The Government has also allocated $120 million for a three-year programme to gradually increase the number of chargers in government car parks to 1800 by 2022.

4.4.2 Furthermore, the Transport Department is actively exploring the provision of new public car parks in around 20 works projects (e.g. ‘Government, Institution or Community’ facilities and public open space). Subject to technical feasibility, around 5000 parking spaces will be provided in batches under these projects. According to the Hong Kong Planning Standards and Guidelines, 30% of the private car parking spaces in public car parks will be equipped with EV chargers, while the remaining 70% will be provided with charging infrastructures.

Marketisation of charging services

4.4.3 Currently, EV charging services in government car parks are free of charge. This is intended to provide financial incentives in the initial stage of EV development to encourage early adoption. Yet, with the growing EV uptake, it is needed to marketise the EV charging services so as to promote their sustainable development in the long run, and avoid abuse of the chargers. 

4.4.4 In this connection, we have embarked on the preparation work, hardware and software upgrade, etc. for fee charging, with a view to imposing EV charging fees in government car parks from around 2025.

Further extension of public charging network

4.4.5 The Government’s target is to have at least 5000 public chargers provided by 2025, and plans to double the number in future. To achieve the targets, the Government will continue exploring different approaches and install public charging facilities. This includes examining the feasibility of providing roadside charging facilities. Together 

with the growing demand, the marketisation of charging services will give impetus to the provision of additional public charging facilities.

4.4.6 For cross-border vehicles, we will continue to provide public charging facilities at ports linking with the Guangdong-Hong Kong-Macao Greater Bay Area, such as the Hong Kong-Zhuhai-Macao Bridge and Liantang Port, to support EVs travelling between Hong Kong and Shenzhen, Zhuhai and Macao. Chargers installed will also be compatible with various charging standards.

4.4.7 Furthermore, the Government Circular on Green Government Buildings requires all new government development projects to provide medium chargers at not less than 30% of parking spaces in car parks. Charging infrastructures therein should also support 

the capture and dissemination of information such as real-time availability of chargers and usage data, and enable future development of load management system, fee collection system, etc.

Turning petrol filling stations to charging stations

4.4.8 With the rapid development of new energy vehicles in recent years, in particular EVs, demand for fuels from conventional vehicles will decrease. The demand will drop further after Hong Kong stops new registration of fuel-propelled private cars. In this connection, we need to explore the need and feasibility to gradually convert existing petrol or liquefied petroleum gas (LPG) filling stations to quick charging stations in the medium to long term, including turning some larger filling stations to mega charging stations that offer charging services to various types of vehicles simultaneously.

V.       Charging Facilities for  

           Public Transport and 

      Heavy Commercial   Vehicles

4.5.1 A comprehensive territory-wide quick charging network is needed to support the wider adoption of e-public transport and heavy commercial vehicles. Through trials on different e-public transports, we will examine various charging patterns and charging technologies, and look into how the market can construct and operate quick charging facilities as a business to best address the charging needs of different vehicles.

Suitable sites for quick charging facilities

4.5.2 Given the limited developable land in Hong Kong, we are looking for every possible site for setting up charging facilities, taking into account a basket of factors (e.g. accessibility, traffic impact, land zoning, technical feasibility, etc.) on top of identifying different charging arrangements for the above-mentioned public transports. The Government is actively identifying sites of various scale and shapes, such as government premises, power substations, spaces under flyovers and road-dividing zones to complement the development of charging network. As mentioned above, we will explore the feasibility of turning petrol and LPG filling stations to charging stations that can offer quick charging services to heavy commercial vehicles in the medium to long run.

VI. EV Charging Standards

4.6.1 Currently, EV charging standards vary among regions across the world. Charging standards adopted by EVs sold in Hong Kong include the International Electrotechnical Commission (IEC) adopted by most of the European car manufacturers, SAE International adopted by those from the United States and Japan, and GuoBiao (GB) adopted by the Mainland manufacturers. As for quick charging standard, Europe, the United States and other countries mainly adopt the Combined Charging System (CCS) and CHAdeMO, while quick chargers in the Mainland adopt GB.

4.6.2 In the long run, we need to prepare for facilitating EVs from Hong Kong to also charge easily in the Mainland. Some propose considering adopting GB as the charging standard in Hong Kong. However, 

as the Mainland is left-hand driving, Hong Kong will become the only right-hand driving area in the world that adopts GB with a comparatively small vehicle market. This will considerably affect the numbers and models of EVs supplied to Hong Kong. On the other hand, the use of specified adaptors could temporarily solve the charging issues in most situations currently. It is simple and easy, resembling using adaptors to charge electronic devices when travelling. In view of the above, as regards exploring the possibility to set up a local charging standard and enhance convenience for charging in the Mainland, the Government has started to explore feasible approaches with the EV trade. Issues covering the mechanism, timing, conditions of implementation as well as transitional arrangements will be considered.

VII. Repair and Maintenance

Green employment

4.7.1 The built of EVs and conventional vehicles are very different. For instance, conventional vehicles are powered by internal combustion engines, thus most parts are mechanical. However, EVs are propelled by battery-powered electric motors and involve less mechanical parts but more power electronics and electrical systems. Hence, repair and maintenance of EVs require knowledge of power electronics and electrical engineering, which is a skill set completely different from what the existing and conventional vehicle mechanics possess.

4.7.2 With the increasing market share of EVs, EV manufacturers around the globe have started to allow third-party access to their software and diagnostic systems, as well as disclose their repair manuals and other servicing and parts documents and information. This facilitates the provision of EV repair and maintenance services by the third parties, as well as the training and education of mechanics. We will continue making reference to experience in other places to prepare for the ever-rising demand for EV maintenance in future.

4.7.3 On the other hand, more green employment opportunities will emerge as EVs become increasingly popular. For example, Hong Kong needs sufficient number of qualified professionals to repair EVs, and it is vital to both train new vehicle mechanics and provide retraining opportunities for existing mechanics.

Post-secondary institutions

4.7.4 For the training of new professionals and mechanics, post-secondary institutions funded by the University Grants Committee (UGC) are currently offering academic programmes in design, R&D and maintenance of EVs. These programmes cover study areas of chemical engineering and materials techniques, electrical and electronic engineering, manufacturing and industrial engineering, mechanical engineering, etc.

4.7.5 The UGC-funded institutions are tasked to maintain the quality and academic standards of the programmes offered and at the same time ensure that their curricula can meet the needs of the society. The Government will closely liaise with 

the institutions to keep them informed of the policy directions in the promotion of EVs and facilitate their planning and design of appropriate courses to meet the needs of the EV market.

4.7.6 At present, the Vocational Training Council (VTC) offers full-time training programmes relevant to automobile maintenance, including the Higher Diploma in Automotive Engineering and Diploma of Vocational Education (Automotive Technology). These programmes have embedded professional knowledge and EV maintenance skills in their curricula. They also include the latest technological development, safety standards, design, and operational principles. Workplace Learning and Assessment will also be implemented in the curriculum of the Higher Diploma in Automotive Engineering. This structured pedagogical practice enables students to learn the latest EV technologies and standards directly from their real work experience in an authentic workplace. The skills so learned will be assessed there.

4.7.7 While pre-employment programmes will supply talents to the maintenance sector, it is equally important to provide existing vehicle mechanics opportunity to gain knowledge of the maintenance of EVs and upgrade their skill set. In this regard, the VTC offers a number of part-time evening courses for existing mechanics and technicians to equip themselves with knowledge of the structure, operation, and safety procedures relevant to EV and their maintenance. The Government will also strengthen communication with the trade, and explore facilitating EV suppliers to cooperate with local institutes for the further provision of EV maintenance courses, with a view to providing retraining opportunities for vehicle mechanics to upgrade themselves, and meeting the rising demand for EV maintenance.

4.7.8 To continuously improve and update the programme curricula, the VTC gathers feedback from stakeholders regularly, and will include the latest EV technologies and standards in the programmes, in order to cater for the industry development trends and demands. The VTC’s representatives are also members of the Vehicle Maintenance Technical Advisory Committee of the Electrical and Mechanical Services Department, which ensures that courses offered by the VTC can meet the needs of the motor trade.

VIII. Handling of Batteries

Current situation

4.8.1 Handling and disposal of retired EV batteries are regulated under the Waste Disposal Ordinance (Cap. 354) and its subsidiary Waste Disposal (Chemical        Waste)        (General)     Regulation 

(Cap.354C). EV suppliers have currently engaged licensed collectors to collect the retired batteries of their brands’ EVs. After proper preliminary treatment (e.g. sorting, discharging and insulating) and packaging, these retired EV batteries are exported to appropriate treatment facilities overseas, e.g. Japan, Korea or Belgium, for recycling. 

Retired EV batteries

4.8.2 Although the number of retired EV batteries in Hong Kong remains small at this stage, as EVs become more popular, there will be more retired EV batteries. The Environmental Protection Department has been maintaining close liaison with the trade and EV suppliers to explore solutions that are applicable to local situations. On the other hand, the Electrical and Mechanical Services Department has conducted a technical study with the Hong Kong Productivity Council to examine the feasibility of second life applications of the retired EV batteries. Retired batteries of the same brand combined are able to power an electric wheelchair. 

Fast-changing EV battery technology

4.8.3 Lithium-ion batteries are commonly used in EVs. Due to the constant development of EV battery technology in recent years, the average life of EV batteries and their warranty period have increased to about eight years. Driven by market demand, the battery technology has kept evolving rapidly with new design, improved material compositions and new recycling technologies. As the recycling of retired EV batteries is complicated and highly technical, a sufficiently large market demand was required to support the setting up of a local battery recycling facility. It is anticipated that the number of retired EV batteries in the coming few years will not reach the required amount. Therefore, an effective mechanism will be required to ensure that batteries will be properly collected and treated in Hong Kong, and the recycling process will be conducted outside Hong Kong.

Way forward

4.8.4 Regions and countries such as the Mainland China and the European Union have gradually implemented or conducting trials for using Producer Responsibility Scheme (PRS) for retired EV batteries as a policy tool. Typically, EV producers, including manufacturers and importers, have to take up responsibility for the collection, recycling, treatment and disposal of end-of-life products with a deposit-refund and incentive scheme, with a view to facilitating collection and recycling. In parallel, the PRS will also encourage development of second life applications of retired batteries. We will engage EV suppliers and relevant stakeholders to explore approaches suitable for Hong Kong, with a view to legislating a PRS for retired EV batteries in the next few years.