Ev Connect Roadmap

Ref.
Ares(2015)4398460 - 19/10/2015
EV CONNECT PROJECT www.ev-connect.eu
EV CONNECT ROADMAP
Roadmap for the deployment

of the Electric Vehicle
Charging Infrastructure
Prepared by:
Giampiero Brusaglino
giampiero.brusaglino@ata.it
Prof. Dr. Peter Van den Bossche, VUB

pvdbos@vub.ac.be
Roger Font, EURECAT

roger.font@eurecat.org
Date:
23th of June, 2015
Version:
2.0
Co-funded by the European Union

Document Information
Authors
Authors Name Company

Key Author Roger Font EURECAT
Further Authors Giampiero Brusaglino ATA
Peter Van den Bossche VUB
Distribution
Dissemination level
PU Public x
PP Restricted to other programme participants (Including
the Commission Services)
RE Restricted to a group specified by the consortium
(Including the Commission Services)
CO Confidential, only for members of the consortium
(Including the Commission Services)
Revision history
Version Date Author Description

1.0 25 of May, 2015 Roger Font Consortium Review
2.0 20 of June, 2015 Roger Font EV Stakeholders Review
3.0 02 of October, 2015 Roger Font EC review
Status
Status
For information
Draft Version
Final Version (Internal document)
Final Version (Deliverable/Public use) x
1
Table of content
1. Methodology .............................................................................................................................3
2. Rationale for intervention ........................................................................................................9
3. EV charging Ecosystem ........................................................................................................ 11
4. Product Segmentation and emerging concepts ............................................................ 17
4.1 Types of Vehicles ........................................................................................................... 17
4.2 Classification of batteries ............................................................................................. 18
4.3 Electricity Vehicle Supply Equipment (EVSE) ............................................................ 21
4.4 Emerging Concepts for EV Charging: Inductive Charging and Battery Switch
Station........................................................................................................................................... 24
4.5 Standards related to the EVSE .................................................................................... 27
4.6 Vehicle: grid interaction ............................................................................................... 28
4.7 Standards related to energy exchange grid to vehicle ........................................ 29
5. ICT requirements in EV infrastructure .................................................................................. 30
6. EU policies and strategy for EV development .................................................................. 32
7. National, European and International EV initiatives for increasing the market uptake
34
7.1 European Projects ......................................................................................................... 34
7.2 Events ............................................................................................................................... 36
7.3 Other Initiatives .............................................................................................................. 38
8. Market Analysis ....................................................................................................................... 43
8.1 Market Barriers ................................................................................................................ 43
8.2 Driver characterization and user profile .................................................................... 44
8.3 Electric Vehicle Market Trends .................................................................................... 46
8.4 Charging Infrastructure Market Trends ...................................................................... 51
9. Charging Infrastructure Business Models ........................................................................... 54
9.1 New Business Models .................................................................................................... 54
9.2 Case studies .................................................................................................................... 54
10. EV-CONNECT Roadmap and Monitoring System........................................................ 59
10.1 Methodology .................................................................................................................. 59
10.2 Objectives ....................................................................................................................... 59
10.3 Inputs ................................................................................................................................ 60
10.4 Initial contextual conditions......................................................................................... 60
10.5 Final Roadmap General Scheme .............................................................................. 65
10.6 Final Roadmap ............................................................................................................... 70
11. References ........................................................................................................................ 113
2
1. Methodology
Introduction
Today Europe faces one of its main challenges, how to shift from fossil fuel mobility to
electric one. Hitherto initiatives did not go down well with European drivers who are
deeply concerned about climate change but the current offer is not reliable at all
according to their expectations. Many improvements have been made, though their
implementations are still far from what it is expected.
Range anxiety is one of the main factors that hold back drivers from making the
purchasing decision. While there are approximately 131,000 petrol station network in
the EU tanking over 230 million cars in 2-3 minutes, there are only 10,869 charging
stations (AVERE, 2012). Moreover most charging stations are irregularly and randomly
distributed, mainly in large urban areas which coverage is invisible to costumers eye.
Planning a route from town to town entails a real adventure.
As a matter of fact, EV drivers demand a new business model since they have different
needs. For instance, it is common that drivers tank their internal combustion engine
(ICE) vehicles before starting a trip in the petrol stations located in the citys entrances.
This is unthinkable for an EV driver to stop for charging its vehicle during five hours or, in
the best situation, 30 minutes with DC charging stations. Thus there is no doubt that it is
necessary to develop a new business model according to the new scenario.
In this regard, EV-CONNECT roadmap aims to develop a strategic roadmap, in

collaboration with key stakeholders, with the purpose of shifting from the current
random and isolated charging infrastructure to interconnected charging networks
based on market demands.
Research Methodology
The aim of the research methodology is to analyze the current status and the future
outlook of electric vehicle (EV) charging infrastructure in order to provide all the
information needed for the EV-CONNECT roadmap development.
Objectives
To provide a strategic overview of the Global and European electric vehicles

charging infrastructure market. This includes key technology trends, market drivers,
restraints, and challenges.
To define and analyze the requirements of the electric vehicle charging ecosystem.
To review the stage of the innovation today.
To detect ongoing relevant initiatives and projects to increase the market uptake of
EV.
To provide a breakdown of the market forecasts by country, type of mode, and

location of the charging station.
3
To provide business case scenario: analysis of different types of business models

adopted and business cases.
To highlight key market opportunities.
Desk Analysis
A comprehensive desk study has been undertaken, primarily using bibliographic

databases, trade literature and publications. This method of data gathering and
analysis covers both primary sources of information (e.g. empirical studies, reports or
statistical data) and secondary sources of information (e.g. academic articles). The
following resources have been used:
Results from previous projects and activities carried out by project partners:
EURECAT, ATA and VUB: TECHMEV, Smart EV-VC, EV in Action Platform, Elvire
Project, iMOVIE Platform and Parkinetics Project.
Documents and studies published by the following platforms and trade

associations related to EV Ecosystem:
o The European Association for Battery, Hybrid & Fuel Cell Electric Vehicles.
o Spanish Association of Clean & Electric Vehicle.
o Italian Commission for Electric, Battery-powered, Hybrid and Fuel-Cell.
o Electric Vehicle Initiative (International Energy Agency).
o Live Platform (Barcelona Council).
EU Policy and Programmatic documents
Databases:
o Eurostat.
o Frost & Sullivan databases.
Face to face Interviews
The benchmark study will gather gathering relevant market information through 27 face-
to-face interviews, conducted during May, June, July and September of 2014 by market
specialists.
The following shows the main questions asked to the experts:
General Questions
EU Policies and National Socio-Economic Mobility Technologies
Initiatives and Exploitation
What are the main What are the main What are the main
legislative barriers that barriers for the market limitations and deficiencies
difficult the deployment of uptake of the EV? of the Battery Systems?
EV infrastructure?
Is the availability of What are the main barriers
Do you know which charging infrastructure a for the integration of EV
charging plug-in standards barrier to the deployment charging points with
will be established in of EVS? electric grid?
Europe? Differences
between Member States. What are the main
barriers/limitations for the
deployment of the EV

4
Which initiatives do you charging infrastructure What are the main safety
think that should be done especially in highways for limitations of the EV
for ensuring the long/mid range charging infrastructure?
interoperability of the EV travelling?
Charging Infrastructure How affect these
between Member States? What actions are limitations to the market
necessary to boost EV uptake of the EV?
Which national adoption rate?
initiatives/pilot actions What actions should be
carried out by public Have you defined a done in order to overcome
administration do you think different business strategy these barriers?
that helps to develop EV depending on the
CI? customer? Private,
corporate, retail and
public.
What are the advantages

and disadvantages of the
following CI business
models? Pasy-a-you-go,
Subscription Model,
Battery Swap Model.
Specific Questions
Public Automotive Industry CI Manufacturers and
Bodies/Regulators/Municip Utilities
alities
Do you have any specific How do you predict that the How do you predict that
Action Plan for the demand of EV will increase the demand of EV
deployment of the EV in short/mid term (5 years)? Charging infrastructure
infrastructure in your will increase in short/mid
city/Municipal district? How do you support the term (5 years)?
deployment of the EV
Could do you explain the charging infrastructure? Which is your value
main lines of your plan? Have you established any proposition? What kind of
partnerships with charging services de you provide
There are any specific point manufacturers or to your customer?
actions for connecting public administration for the
regions by electric/green deployment of EV What is the cost to install
highways or quick infrastructure? a charging point
charging spots? depending on the
charging modes and
Do you have established location?
any Public-Private
partnerships for the Have you established any
deployment of the partnerships with EV
infrastructure? manufacturers or public
administration for the
deployment of EV
infrastructure?
Will the electric grid be

able to support the
deployment of EV

5
infrastructure and the

new electricity demand?
Table 1Qestionnaire Template (elaborated by EURECAT)
The following shows the stakeholders involved in face-to-face interviews classified by

type of organization (based on stakeholders classification in section 3).
Id Company Country Classification Contact

Charging Managing Director
1 The Plug in Copmany Belgium infrastructure
domain
Senior European
2 Toyota Motor Europe Belgium OEMs domain Manager
Chairman
Transversal
3 ASBE Belgium
domain
Transversal Project Engineer

4 Colruyt Group Belgium
domain
Transversal Mobility Expert
5 EANDIS Belgium
domain
Transversal Advisor
6 FEBIAC Belgium Environmental Affairs
domain
Transversal Strategic Projects
7 INFRAX Belgium and Innovation
domain
8 Albatech Monaco Italy OEMs domain Managing Director
Product Planning
9 Fiat Chrysler Automobile Italy OEMs domain Alternative
Propulsion
Alternative Traction
10 IVECO Italy OEMs domain & Electrification
Manager
Business
11 Lithops Italy OEMs domain Development
Technical Engineer
12 Smart EV Italy OEMs domain
Transversal President
13 CIVES Italy
domain
Transversal Director
14 CUNA Italy
domain
Transversal Head of Technical
15 ENEA Italy Unit
domain
16 Fondazione Telios Italy
domain

6
Transversal Researcher
17 Politecnico di Torino Italy
domain
Transversal 4 Researchers
28 University of Rome Italy
domain
Charging Product Manager
29 Simon Spain infrastructure
Manufacturer
Electric Utilities Managing Director
30 Estabanell Energia Spain
domain
External Affairs
Manager and
31 Nissan and Nissan Europe Spain OEMs domain General Manager
Zero Emission
Strategy
Electromobiliy
32 Seat Spain OEMs domain Responsible
Project Manager
Strategic Sectors,
Barcelona Council (Live Transversal Economic Promotion
33 Spain
Platform) domain Barcelona City
Council
Head of Energy
Transversal Efficiency and
34 Catalan Institute of Energy Spain
domain Renewable Energy
Head of the
Transversal Technical Office of
35 Diputaci de Barcelona Spain
domain Accessibility Mobility
Santa Perpetua de la Mogoda Transversal Hed of copmanies
36 Spain services
Council domain
Cluster Manager
Transversal Assistant - Electronics
37 Secartys Spain & Electric Mobility
domain
Sector
38 Volt-Tour Association Spain
domain
Table 2 Stakeholders involved in face-to-face interviews carried out by ATA, VUB and EURECAT.
Workshops
In order to develop the roadmap activities three workshops were conducted with
relevant stakeholders. List of participants:
Workshop done in Torino 10/09/2014 (ATA Facilities):
Id Company Type of organization Contact

1 CUNA Satndardization bodies Director
2 ATA Association Engineer
Alternative Traction
3 Iveco S.p.A. OEMs
Manager

7
4 Albatech Monaco S.A.R.L OEMs Managing Director

5 ENEA Energy Agency Head of technical unit
6 IREN Utilities Innovation Manager
7 Fondazione Telios Research institue President
Business Development
8 Lithop Srl OEMs
Manager
9 Politecnico di Torino University Researcher
10 Altran Conusltancy Researcher

11 CEI-CIVES Association President
12 EURECAT Tech center Project Manager
13 VUB University Researcher
Workshop done in Barcelona 10/12/2014 (Barcelona Council Facilities):
Id Company Type of Organization Position

Research Institute (Public
1 IREC Researcher
Foundation)
Research Institute (Public
2 ICAEN Technician
Foundation)
AJUNTAMENT DE
3 Public Bodies Project Manager
BARCELONA
AJUNTAMENT DE SANTA
4 Public Bodies Head of Enterprise Unit
PERPETUA
DIPUTACI DE Technicians at Mobility
5 Public Bodies
BARCELONA Office
DIPUTACI DE Technicians at Mobility
6 Public Bodies
BARCELONA Office
SERVEI DE MOBILITAT DE
7 LAJUNTAMENT DE Public Bodies Director of Mobility Services
BARCELONA
8 LAJUNTAMENT DE Public Bodies EV department technician
BARCELONA
9 LAJUNTAMENT DE Public Bodies EV department technician
BARCELONA
AGNCIA CATALANA DE
10 Public Bodies Technician
RESIDUS
11 BARCELONA DIGITAL Tech Center (Private Foundation) Researcher
12 CIRCONTROL Private company R&D Manager

Institutional relations
13 URBASER Private company
manager
Cluster Manager Assistant -
14 SECARTYS Association Electronics & Electric
Mobility Sector
15 UPC Ecoracing Association Engineer
16 ATA Association Engineer

8
Workshop done in Brussels 16/03/2015 (VUB Facilities):
Id Company Type of Organization Position

1 Bosch Charging Station Manufacturer eMobility Team
2 The New Drive Management Consulting Managing Director
3 AVERE Association Secretary General
4 KUL University Researcher
5 GDF SUEZ/ELECTRABEL Utilities Project Manager
6 Taxioperator - Taxi Driver
7 Flandes Drive Research Institution Strategy and Organization

Vlaamse
8 Public Bodies -
overheid LNE
9 General Electric Energy Utilities Engineer
10 EANDIS Utilities Technician
11 VAB Association Technician
12 4IS Electro Mobility Consulting Managing Partner
13 iMOVE EV-Platform Coordinator
14 CEB-BEC Standardization Bodies Business Development
15 COLRUYT Food Distribution
16 UMICORE Batteries Manufaturer Marketing Intelligence
2. Rationale for intervention

Many countries and regions such as Europe, Japan and US have set ambitious targets
for accelerating the uptake of EV. However, which are the main advantages of the
development of the EV? The following outlines the main reasons why the development
of the EV is strategic for Europe:
1) The principle advantage of EV is that zero-emission at point-of-usage will play a

relevant role for reducing air pollutants and noise in urban areas.
2) If the introduction of the EV is linked to the usage of renewable resources of energy,

the life cycle air quality impact is greatly reduced.
3) EV batteries could be used for storing energy generated by intermittent resources of

energy such as wind or solar.
4) There is great potential for providing power cost savings to electricity consumers
through use of Vehicle-to-Grid (V2G) and Vehicle to Home (V2H) energy storage
and discharge applications, and to decrease peak power demand from the grid.
5) Reduced reliance on imported oil based fuels. According to IEA, in 2011 Europe
relied on foreign imports to meet over 54% of its energy needs making it the worlds

9
biggest importer. The EU oil imports alone reached USD488 billion (Electric Vehicle
Initiative, 2013).
6) Development of new manufacturing capability and capacity.
7) Change in Mobility behaviours, understanding Mobility as a Service (Maas).
8) Currently, EVs adoption is relatively low in Europe (Global EV Outlook, 2013). EV trials
currently do not have more than thousands of testers.

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3. EV charging Ecosystem
The mass adoption of EVs requires the creation of complex ecosystems of technologies
and services. This implies that representatives of automotive industry, electricity and ICT
should have to redefine its strategic positioning and consider building new cross-
industry alliances. However, up-to-date the business model about the charging
infrastructure remains unclear for the following reasons:
The role of Car Manufacturers and energy utilities is unclear. For instance, it is not
clear if utilities will assume the role of installing and maintain charging stations or if
Car Manufacturers will produce them. For instance, Nissan sells its own Home
Charging Systems.
The future of mobile operators in the EV environment is still uncertain. While there
are several opportunities, the market for operators is still at a nascent stage. There is
still a lot of vagueness and abstractness on the services that they can develop and
the way it should be modelled. While this is not a major challenge, it is an initial
difficulty that operators have to overcome.
The low penetration of smart metering at home hampers the deployment of bi-
directional energy exchange grid-to vehicle and vehicle to grid as well as limits
the electric utilities monitoring capacity.
New regulatory certifications and standards could limit the entrance of new players.
Higher capital expenditure will be a heavy burden for independent players with low
market capitalization.
Risk aversion to new disruptive innovations could slow the development of charging
systems. For instance, inductive charging with no wires or connections represents a
significant safety improvement and would probably share the same segment than
DC charging companies.
The different regulations and requirements between countries will difficult the
geographic expansion of the companies.
Potential buyers are likely to expect several services for free.
According to the different interviews done by the consortium (see section 1), the EV
ecosystem could be divided into 5 different domains [3][6]:
1) Electric Utilities Domain involves activities ranging from generating and distributing
energy to billing the end-user for consumption.
a. Resources: renewable energies sources like solar, wind or biomass, among

others. However in some countries the electricity that they need to satisfy the
consumption of their EVs comes from the fossil fuels. One example is China,
where the park of EV pollutes more than the internal combustion vehicles
because the 90% of its electricity is from coal [Tennessee].
b. Electricity Producers: companies that generate electricity and inject it into the
transmission or distribution systems before delivered to the end user.
c. Transmission System Operators (TSOs): companies that carry electricity from
the production centres to the distribution system, doing the building and

11
maintenance of the transmission system. They operate at high voltage to

reduce losses.
d. Distribution System Operators (DSOs): companies that deliver electricity to the
points of consumption, doing the building, managing and maintenance of
the distribution system. They operate at medium or low voltage.
e. Energy Retailer: the function of the retailers is to sell electricity to the final
consumer. Electricity producers and suppliers can be the same entity but not
necessarily. A supplier can also be a wholesale customer or independent
trader who purchases electricity and resells it within the system (Green
eMotion, 2012).
f. Regulators: the Administration of each state and the commissions that it can
create for regulating the energy market. In the case of Spain these agents
are: the Administration of Spain and the National Commission of Energy
(CNE).
g. Operators: entities that ensure the correct function of the market and the
electricity physical systems.
i. Electric Market Operators: these operators manage the wholesale
market of the electricity. Such as all markets, the market of electricity
allows the purchase and sale of electricity between the different
agents (producers, costumers, retailers) a known, transparent and
accessible price [OMEL]. They play an important role related to
charging infrastructure because they fix the cost of the energy that is
the main resource of this type of business. In the Iberian Electricity
Market this role is played by OMEL.
ii. Electric System Operators: these operators are constantly ensuring
that the electricity systems functions correctly. Their work is to
guarantee the security and quality of the electricity supply. In Spain
this role is played by Red Elctrica de Espaa who also plays the role
of the transmission agent.
2) Charging Infrastructure Domain comprises all services ranging from manufacturing

the charging stations to setting up the physical infrastructure and managing the
delivery of energy through the network of charging stations.
a. Electric Vehicle Supply Equipment (EVSE) Manufacturers: companies that

manufacture and sell charging stations (hardware). New entrances, OEMs
companies and electrical companies could play this role.
b. Charging Infrastructure (CI) Operators: companies who install and manage
the operational reliability of the charging infrastructure.
3) OEMs Domain comprises all activities associated with the design and production of
EVs ranging from selling to maintenance, operating and up to the end of its life cycle.
a. Electric Motor Manufacturers: electric motors producers. The EV

manufacturing industry and the regulators are in the key position. With the
support of both, the ecosystem can exist, without it, the ecosystem will die.
b. Component Manufacturers: external companies that produce some pieces
of the vehicles.
c. Battery Manufacturers: vehicle batteries producers. Battery suppliers seem to
fit to the role of value adding dominator, since their technology represents

12
the key piece of the EV. However, their dominance potential is still restricted
for the limitations of the technology.
d. On-Board Unit Operators: provides access to the car data (e.g. routing,
remote diagnostics) and operates the on-board unit.
e. EVs Manufacturers: companies that assemble all parts of the vehicles to
produce EVs.
f. EVs suppliers: shop retails attendant to the sales of EVs.
4) ICT Domain includes software and the infrastructure needed to communicate E-

Mobility Customers, CI Operators and E-Mobility Service Providers. This domain will
connect all the actors of the EVE and facilitate the exchange information.
According to [Green eMotion D3.2] the ICT Domain will consist in a virtual B2B
environment for e-mobility related services, accessible through the internet and
hosted in a cloud environment. They have developed the Marketplace Concept, an
open platform with common standards and protocols and well defined interfaces.
The Marketplace will permit the exchange information between different partners
and the interoperability of the process for billing.
It represents a common Virtual Domain where all business partners in the eco system
may offer their EV services that can be bought by any business partner.
MARKETPLACE CONCEPT
Creator Green eMotion
ITC system which will connect all actors of the system and facilitate
Definition
the exchange information
To lower the entry barriers for customers and service providers
Proposal
(standardization, promotion, availability, roaming)
Open platform with common standards and protocols and well
Arquitecture defined interfaces
Virtual B2B environment for e-mobility related services
A platform for different partners to exchange information
Benefits Interoperable process for billing of energy

All the services related around Electric Mobility will be compressed in
a common Virtual Domain
Core Services, played by Marketplace Technical Operator
Services Clearing House Services, played by Clearing House Operator
Value Added Services, played by E-Mobility Service Providers
Direct Marketplace Business Operator, Marketplace Technical Operator,
actors Clearing House Operator and E-Mobility Service Providers
Table 3 Marketplace Concept. Source: Own elaboration based on [Green eMotion D3.2]
a) Marketplace Business Operator: it runs and manages the marketplace business-

wise.
b) Marketplace Technical Operator: it offers the technical core platform and
guarantees the basic services that are required to run the open platform.
c) Clearing House Operator: it offers business services which enable roaming
processes for charging EVs by multiple CI Operators and provides validation
services for roaming regarding contracts in the EVE. A Clearing House simplifies
roaming relationships, moving from a bilateral roaming to a multi-lateral roaming.

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Bilateral Multi-lateral
Figure 1 Roaming relationships.

Source: Own elaboration based on [Green eMotion D3.1]
d) Metering Operator: According to [Eurelectric 2013], it is the party responsible for

metering duties allowing a consumer to purchase electricity on the supply market
through the distribution grid.
e) E-Mobility Service Providers: they offer e-mobility services to the end customer,
such as charging services. E-Mobility Service Provider will use the Marketplace to
establish B2B relationships with their partners and B2C relationships with the E-
Mobility Customers.
5. E-Mobility Customers Domain involves the customers of EVs and the all services that
they need after their sale. There are three customer segments.
a) Entity Customers: they re-sell services to end-customers, such as car-sharing or

parking operators.
b) Assigned Customers: they sign a contract with an E-Mobility Service Provider.
c) Particular Customers: EVs and EVSEs customers.
6. Regulators Domain: includes public or private organizations interested in promoting

and regulating the uptake of the EV.
a) Standardization Entities: how we can see in the ANNEX - Interviews one of the
main problems in the development of the EV infrastructure is the lack of
standardization of the charging infrastructures. Standardization entities will play
an important role in the EVE.
b) Government/Policy Markets: they are the main participants during the early
stages of EV development. Their role is the provision of incentives to promote EVs
and the infrastructure investment.
7. Transversal Domain includes players that are involved with different activities of the EV
ecosystem.
a) University & Research Institutes: technology developers that are specially focused
in improve the efficiency and the life-cycle of the batteries. One example is
EURECAT Technology Centre that has a Battery & EV Laboratory where works in
Cell Cycling (benchmark testing, quality control, life expectancy, driving cycle
reproduction), Cell Modelling (BMD development, range simulation, intelligent
thermal management) and Final battery pack testing (product validation, UNE-
ECE, ISO, IEC standard and approval testing) [EURECAT Lab].

14
b) EV and EVSE Associations: public or private associations that impulse the uptake
of the EV.
c) Environmental Associations: they awareness in the population about the
consequences of the excessive pollution and help to promote the EV. Also they
control that the manufacturing of EV and EVSE will be respectful with the
environment.
d) EVs Aggregator/Integrator: a system integrator that is proposed to be a key
operator for the ecosystem. The integrator can be one of the existing players, an
entirely new one or a combination of both. One example of this role was Better
Place, which after implementing the first modern commercial deployment of the
battery swapping model in Israel and Denmark, later filed bankruptcy in Israel.
The EVs aggregator/integrator is driven by regulators and
integrating/coordinating the roles of the main actors in EVE [Zulkarnain].
Nevertheless, if they are moving too early and the EV manufacturers are not
ready for up-scaling EV business, the manufacturers can easily block these efforts.
e) Battery Recycling Companies: according to the EV-CONNEC experts in the, the
life expectancy of EV battery is around 7 years, after this period the battery is
useless for the mobility but it could be harnessed for a second life for another
applications like the solar storage energy. This fact represents one opportunity for
new business models that can offer this type of service: recycling batteries and
advising of applications for the second use.
f) EV Fleet Operators: according to [ISO_IEC 15118-1], this player is a person or
legal entity operating several EVs and may have contracts with electricity
providers.
Resources Electric Vehicle Marketplace Electric Motor Standardizati Entity

Supply Business Manufacturers on Entities Customers
Electricity Equipment Operator
Producers Manufacturers
Component Government/ Assigned
Transmission Charging Marketplace Manufacturers Policy Markets Customers
System Infrastructure Technical
Operators Operators Operator Battery
Charging Manufacturers Fleet Particular
Distribution Managers Customers
Infrastructure Clearing house
System
Domain operator
Operators On-Board Unit Regulators
Operators E-Mobility
Energy Retailer Customers
Metering
Operator EVs
Manufacturers
Regulators
E-Mobility
Service
Operators Providers EVs suppliers
ICT Domain
Electric Utilities OEMs Domain
Domain
Battery University & Evs

Battery EV and EVSE Environmental EV Fleet
Recycling Research Aggregators
Recycling Associations Associations Operators
Companies Institutions /Integrators
Transversal Domain
Figure 2 EV industry Ecosystem (elaborated by EURECAT)

15
Table 4 List of stakeholders, actors and roles. Source: Own elaboration based on [Green eMotion D3.1]
4. Product Segmentation and emerging concepts

4.1 Types of Vehicles
Presently, there are three categories of electric vehicles available in the market: battery
electric vehicles, plug-in hybrids, and what are commonly referred to as hybrids. Each
offers consumers different advantages and disadvantages, although all deliver fuel
cost savings.
Battery Electric Vehicles (BEVs) are vehicles powered solely by electricity stored in
onboard batteries (without the support of a traditional internal combustion engine) that
could be charged into the National Grid or, on a limited number of models by battery
swapping. According to its battery capacity, range and power EV could be classified
as follows:
Charging
Electric Battery
Acronym Description Modes Examples
Vehicle Car Capacity
Available
Renault
European
ZOE, Fiat
classification for
500e,
City Electric small and light
CEV 20 -25 kWh 1,2,3 and 4 Citroen
Vehicle vehicles intended
C-Zero,
for use in urban
Nissan
areas.
Leaf
These vehicles
have an internal
combustion
engine or other
Extended
secondary source Chervole
Range
EREV connected in a 10 -15 kwh 1,2,3 and 4 t Volt,
Electric
series BMW i3
Vehicle
configuration to a
generator to
supply the
batteries.
These are sporty
PHEVs or battery
High electric vehicles
Tesla
Performanc with top speeds
HPEV ~30 kwh 1,2,3 and 4 Model S,
e Electric exceeding 100
BMW i8
vehicle mph and driving
range exceeding
100 miles.
NEV is a US dot
Classification for
Neighbourh vehicles weighing
ood Electric NEV/QC less than 3,000 ~5 - 12 kwh 1 and 2 Twizy
Vehicle pounds (GVW)
and top speed of
25 mph.
Table 5 EV segmentation (elaborated by EURECAT)
The table below is a summary of the most relevant EVs available in the market at the
present classified by car category:
Price ()*
Battery Range Electric
Company Country Type Vehicle *Including
(kWh) (km) Motor(kW)
Battery
CEV Fluence ZE 22 185 70 26,600
Renault France NEV Twizy 13 100 4 7,220
CEV ZOE 22 160 65 21,250
Nissan Japan CEV Leaf 24 199 80 23,864
Toyota Japan NEV iQ 12 85 47 13,255
Fiat Italy CEV 500e 24 92 43 26,120
Mitsubishi Japan CEV i-MiEV 16 150 49 29,600
smart for
Smart CEV two Electric 17.6 109 16 19,076
Drive
BMW Germany CEV i3 22 130 130 33,820
B-Class
Mercedes-
Germany CEV Electric 28 137 132 33,900
Benz
Drive
259
Honda Japan CEV Fit EV 20 132 92
/month
Fusion
US NEV 7.6 122 107 28,420
Ford Energi
US CEV Focus EV 23 132 92 28,796
Tesla US HPEV Model S 60 335 270 55,920
Chervolet US CEV Volt 16.5 61 88 26,996
Table 6 Commercial EVs (Elaborated by EURECAT)
Another EV is the Hybrid Electric Vehicle (HEV). These vehicles have two
complementary drive systems: a gasoline engine and an electric motor. Both the
engine and the electric motor can turn the transmission at the same time, and the
transmission then turns the wheels. HEVs cannot be recharged from the electricity grid
all their energy comes from gasoline and from regenerative braking.
Most HEV are mid hybrids and cannot operate in electric only mode. However, some
strong or full hybrids such as the Toyota Prius can operate in electric-only mode over
a very short distance.
The Plug-in hybrid electric vehicle (PHEV) is a vehicle that features a larger battery than
a HEV and is therefore able to be recharged via the National Grid and operate over a
short distance in electric-only mode. However, the battery is smaller than a BEV so a
conventional petrol engine and fuel tank is employed to extend the range.
4.2 Classification of batteries
The Electrically Rechargeable Storage System, which is a key element of the traction
system of electric and hybrid (especially plug-in) vehicle, can be classified on the basis
of its functional performance, energy efficiency, thermal requirement, use
dependability (recharging, self discharging, maintenance and safety), cost and life
cycle impacts on energy, environment, materials, and recycling.

18
Present technologies of electrochemical storage systems
The Lead-acid accumulator, based on the electrochemical couple Pb/PbO2, with

interposed electrolyte solution of H2SO4, is presently the most diffused type for the
electric traction.
For the present applications various types are commercially available, with positive
electrode either flat or tubular and with gas recombination, either with gel electrolyte
or micro porous separator, which do not require water refilling.
The Alkaline Nickel-Cadmium (Ni-Cd) and Nickel-Metal Hydride (Ni-MH) batteries are
applied to electric and hybrid vehicles: the Ni-Cd was especially used in France due to
specific energy which is higher than Lead-acid; presently, they are less considered,
mainly for to management, manufacturing and after-use problems due to the toxicity
of Cadmium (specific European Directives give prescription on this matter).
The trend is to substitute them with Ni-MH batteries, with different design for electric and
hybrid vehicle applications (more energy or power performance oriented).
The battery Sodium-Nickel metal Chloride (Na-NiCl2) also known as Zebra is a

derivation from the previously developed Sodium-Sulphur battery. For the cell operation
the sodium must be liquid, at a temperature of 250 290 C.
For vehicle application the cells are included in a thermal insulating package, in which
also a resistor is provided for the thermal conditioning.
The battery is particularly indicated for the missions demanding a frequent utilization,
with regard to the thermal management of the battery itself.
The Lithium batteries are presently widely considered, developed and already in use for
the electric vehicles, due to their high specific performance.
In the lithium batteries a variety of electrodes and electrolyte materials are in use; this
gives development to various electrochemical couples and to a range of products,
which are presently commercially available or in the phase of advanced development.
The most prominent technologies for automotive applications are lithium-nickel-cobalt-

aluminium (NCA), lithium-nickel-manganese-cobalt (NMC), lithium-manganese-spinel
(LMO), lithium titanate (LTO) and lithium-iron phosphate (LFP).
Each combination has distinct features in terms of specific energy and power, life cycle
span, performance stability against temperature and cost.

19
Figure 3 Presents the tradeoffs among these five principal lithium-ion technologies, with indication
of the position of the different types of technology with respect to the various parameter features
(BCG Research).
Future trends for Electrochemical Storage Systems
The predominant solution for battery electric vehicles will be predictably in the area of
lithium batteries, with possible choices among the various types explained above, to be
done according to the relevant technology consolidation and technical-economical
criteria.
In the lithium technology area, it is likely that also the solution with lithium metal could
be further developed in relation with the advantage of the all solid state technology
and the flexible flat shaping for vehicle integration.
The main drawback of the lithium batteries, besides some concern about safety and
criticality of the system management, is the cost.
For some applications a range not exceeding 100 km could be considered

appropriate. Other less costly battery approaches could be considered.
In this view, some previous approaches could be reconsidered and further developed.
This could be the case of the nickel - zinc battery. The electrochemical couple Ni-Zn,
with alkaline electrolyte, has been considered for long time one of the most promising
storage systems for electric vehicles due to the good specific energy (up to 80 Wh/kg),
the large availability of the reacting materials, in contrast environmentally friendly, and
potentially low manufacturing cost. Various prototypes have been equipped with this
type of battery. The problem encountered was the low cycle endurance, due to
solubility of zinc in the electrolyte and the not uniform re-deposition on the electrode
during recharging, causing zinc dendrites formation and consequent perforation of the
interelectrode separators, with cell short circuit. The development of new separators

20
and the introduction of appropriate additives to the electrodes and to the electrolytes
have afterwards brought to a partial solution of these problems.
For Hybrid vehicle application, the predominant solution will be predictably the Ni-MH
battery. However, especially for plug-in hybrids, the lithium solution is likely to take
place, with design approaches especially appropriate to balance power and energy
performance, according to the mission requirements for the specific vehicle
application.
Attention will be predictably given to the use of supercapacitors, as storage systems

featuring limited specific energy (up to 5 Wh/kg), but high specific power (over 4-5
kW/kg), high charge-discharge efficiency and high cycle life (over 500,000 charge-
discharge cycles). The supercapacitors can be used in addition to the battery, with
appropriate electronic DC/DC interface, with the purpose of increasing the power
capability of the storage, reducing the stress of the battery in the high power delivery,
with benefits for the endurance and better regenerative braking capability. A
particularly appropriate use of supercapacitors could be for hybrid system application,
where typically the operation is characterized by high power peaks and frequent
cycles acceleration braking.
4.3 Electricity Vehicle Supply Equipment (EVSE)
A diffused mobility system needs an appropriate infrastructure support for energy supply
and an adequate relevant organisation.
For EVs the infrastructure should be constituted by a distribution of recharging facilities,

which should be made available in the location and the timing according to the needs
of the operational mission of the vehicles.
Typically the battery charging should be performed overnight, after the daily operation
of the electric vehicle and in the time frame of best availability of electricity production
from the electric power plants. However some mission could be compatible with interim
daily, eventually partial, charging (biberonnage) during vehicle stops.
The development of the infrastructures for battery charging is alredy in progress, under
the initiative of electric Utilities and governmental or regional Authorities.
As an example, in some italian cities, as Milano, Roma and Torino, the installation of
charging facilities has been initiated, upon initiative of the electric Utilities ENEL and A2A
and the Municipalities. Demonstration programmes have also been started, for
validation of the energy supply facilities, with fleets of electric vehicles managed by
selected users.
Installation of charging facilities have also been done for instance in Switzerland, by
dedicated organisations as Alpiq, Protoscar and Greenmotion.
In France, in particular in Paris, upon initiative of EDF various recharging points have
been installed at the parking lots. Systems with inductive charging have also been
studied and demonstrated, e.g. Tulip and Praxitel, based on guided positioning of the
vehicle on an electrically activating platform, to interact magnetically with a
corresponding receiver on board, upon command of the user.
A similar system is presently in operation in a public transport GTT line in Torino. A

magnetically activated power transfer is performed during the daily service of the
electric bus for a duration of some 15 min, at given points of the bus line, for a partial
charge biberonnage of the battery.

21
In UK, charging points have been established in towns and also on motorways: A
network of 15 charging points The Electric Highway connects London, Bristol, Exeter,
Birmingham, Liverpool and the Lake District.
In Barcelona (Spain), the Live Platform (Barcelona Council) started a project in

collaboration for the installation of 23 fast charge points in triplet format (CHAdeMO +
Menneke+CCS), compatible with all electric vehicles sold today was presented.
Thirteen points will be located in the urban area of Barcelona, property of the
Municipality, and the other ten, will be located in the metropolitan area.
In USA the Car Charging Group, a provider of EV charging service, is planning to install
charging facilities in several sites, as Santana Row in San Jose (California), Bethesda
Row in Bethesda and Town Square in Rockwille (Maryland), Pentagon Row and The
Village at Shirlington in Arlington (Virginia).
The establishment of the infrastructures has to be complemented by the definition of

the procedures for safe and ergonomical recharging operation. This aspect is since
many years object of study by the international Standardisation Bodies IEC, ISO and
SAE, and by the European Organisms CEN and CENELEC.
At the present, four charging modes for electric vehicles are defined in international
standards (IEC61851-1):
Mode 1 a.c. charging from a non-dedicated electrical socket-outlet (up to 16A per
phase)
Mode 2 a.c. charging from a non-dedicated socket-outlet (up to 32A per phase),
making use of in-cable control box providing supplementary protection
arrangements
Mode 3 a.c. charging using dedicated accessories and incorporating the control
pilot function with additional protection functions as well as ampacity control (e.g.,
SAE J1772 and IEC 62196)
Mode 4 d.c. charging (using technology such as CHAdeMO)
There are also three types of connection cases (A, B, C) which can be used just in some
modes causing more confusion in the market:
Case A, where the connection cable is fixed to the vehicle
Case B, where a separate cable is used, fitted with a plug on the wall side and a
connector on the vehicle side
Case C, where the cable is fixed to the charging station. This case is usually adopted
for fast charging where heavy cables are used.
Accessories for charging are defined in the international standard 62196-2 for a.c.
accessories and 62196-3 for d.c. accessories.
For a.c. charging, the following types are defined:
Type 1 - single phase vehicle coupler (32A) - reflecting the SAE J1772/2009 automotive
plug specifications

22
Type 2 - single and three phase vehicle coupler (up to 63A) - reflecting the VDE-AR-E
2623-2-2 plug specifications
Type 3 - single and three phase vehicle coupler equipped with safety shutters (up to
63A) - reflecting the EV Plug Alliance proposal
For d.c. charging, the following types are defined:
CHAdeMO: d.c. coupler with additional pins for communication
Combo: d.c. coupler integrated with Type 2 (or 1) a.c. coupler, allowing dual use of
vehicle inlet for either a.c. or d.c. charging
The use of Type 2 connectors with commutable pins for combined use (either a.c. or
d.c.) is under consideration.
The tables below summarize the characteristics of the main the charging modes and
their commercial price.
Mode 2 Mode 2/3 Mode 2/3 Mode 4/DC

Single or
Single Phase Three Phase
Phase Three DC
AC AC
Phase AC
Power
Greater than
Connection Less than 3.7 3.7 to 22 Greater than 22
22
(kw)
Power Normal Medium High High
Type 2/ Type 2/ Type
Plug Domestic CHAdeMO/Combo
Type 3 3
Standard for No IEC 61851-
IEC 61851-1 Communication is
Communication communication 1
IEC 15118 required
with the Vehicle for domestic IEC 15118
Required for
Communication Not
Not applicable Billing and IEC 61850-420
with the Grid required
Authorisation
Table 7 Total Electric Vehicle Charging Infrastructure Market: Charging Mode Overview, Europe,
2012 (Strategic Technology and Market Analysis of Electric Vehicle Charging Infrastructure in
Europe, Frost&Sullivan, 2013).
Average Average Labour Average Other Average Total

Material Costs Costs Costs Costs
Mode 2 300 - 500 100 - 200 N/A 400 - 700
Mode 3 2,500 - 3,700 4,000 - 5,000 100 6,500 - 8,800
Mode 20,000 - 10,000 - N/A 30,000 - 50,000
4/DC 30,000 20,000
Inductive 2,000 - 2,400 2,000 - 2,500 2,500 - 3,000 6,500 - 7,900
Charging
Table 8 EVSE prices per type (Strategic Technology and Market Analysis of Electric Vehicle
Charging Infrastructure in Europe, Frost&Sullivan, 2013).
According to their location, charging stations could be also classified as follows:
Home charging: Vehicle charging at users residences, such as in the garage,

driveway, and at apartment complexes, as well as street residential spaces.
Generally, it is expected to be slow charging (Modes 1 and 2) and can be used to

23
charge EVs overnight. Home charging takes eight to 12 hours for complete battery
charging.
Semi-public charging: Vehicle charging at workplaces, including indoor/outdoor

office garages, commercial complex parking garages, and others. Semi-public
charging is expected to be mostly slow charging (Mode 2). There could be some
fast charging (Mode 3) stations, which take two to three hours for a complete
charge.
Public charging: Non-residential and non-workplace charging, including on streets,

private garages, and supermarket garages. Public charging is expected to be a
combination of fast charging (Mode 3 and 4) and rapid charging (Mode 4/DC
charging) for quick top-ups of battery power. Charging at this level takes only a few
minutes.
4.4 Emerging Concepts for EV Charging: Inductive Charging and

Battery Switch Station
Wireless inductive charging systems
The inductive charging is the method of recharging a battery without connecting it to a

charging station. This process uses magnetic forces to transfer electrical power from a
transmitter to a receiver without the use of cables or connections [4].
For recharging the battery of an electric car, a transmitter could be built under a
road surface. The receiver on the vehicle will consist of a steel plate underneath the
car, which will be connected to the cars battery. Current implantable road
electrification devices achieve more than 75 per cent transfer efficiency at an
operating distance between the transmitter and receiver of less than 10 cm to 30
cm.
This way of recharging is much easier and more convenient than wired charging.
EVs could be charged anywhere cars are parked and without cables and plugs,
making it much safer. In the unlikely event of contact, the high frequency used (10
kHz to 40 kHz) would not cause electrocution.
This technology is already used for mobile phones, smartphones and, currently,
even a Wi-Fi game console can be recharged through Inductive Charging.
The energy transfer by induction concept was initiated in the past and deeply studied,
addressing the intention of make available a more user friendly charging procedure.
Experiments were performed at the Vrije Universiteit Brussel for charging electric vehicles
by making use of frontal transmitters to which the vehicles should approach.
Experiments were performed at the VUB (Brussels) to analyse the impact of electrical and
mechanical parameters of the system, as current frequency, air gap, efficiency, EMF
aspects.
Experimental application and demonstration of this kind of approach were done with
the system Praxitel and Tulip in France.
Inductive charging systems are presently in use, for example in the GTT electric bus in
regular service in Torino, which perform battery recharge within some 10 min stop, as
range extension with respect to the basic charge in the depot overnight.
More recently, a new technique of energy transfer by magnetic flux has been

24
developed, via magnetic flux through resonant primary and secondary circuits. This
technique allows the energy transfer with larger air gap and a larger flexibility for miss
alignment of transmitter and receiver, while keeping a good energy efficiency and
magnetic flux radiation in the normative limits.
Fig. 6 shows the coupling parts on board and on ground of a resonant circuit energy
transducer system for electric car.
Charging electric vehicles basic procedure, for energy rational utilization, should be at
home, overnight, at the most opportune off-peak period for the energy production, and
consequently, more economic.
Also in this circumstance the user is advised about the most recommendable time slot,
according to grid situation.
Figure 4 Energy transducer parts on board and on ground of a wireless charging system for an
electric car (VUB, 2014)
Figure 5 Wireless energy transfer scheme [5]

25
The following table summarizes the main on-going developments of inductive charging:
Type of product Manufacturers Name

Delphi wireless charging system Delphi in collaboration with Witricity, with
licensed technology from MIT
Plugless power Evatran in collaboration with Yazaki
Wireless Electric Vehicle Charging Qualcomm (Acquired Halo IPT that
developed inductive power transfer)
Volvo C30 Volvo in collaboration with Flanders drive
Siemens inductive charging Siemens and BMW
Inductive charging Condutix-Wampler in collaboration with
Daimler
Table 9 On-going development of inductive charging global, 2012 (Frost&Sullivan, 2013)
Battery swapping
It is a method in which the depleted batteries are exchanged for fully charged batteries
with an automated process. For replacing the battery of an electric car, a battery switch
station should be built.
The EV will have to go through tunnel similar to a carwash, where the robotic arms remove
the depleted battery and replace it with a fully charged battery. The system is more
convenient than plug-in charging.
EVs could swap batteries in any battery switch station, which will take approximately
three minutes. The driver need not leave the car as the process is automated and the
car automatically rolls over a conveyer. There are battery switch stations built in Europe
and Japan. In China, battery switch stations are being encouraged as they will decrease
the use of DC charge station due to load fluctuation and its effects on the grid.
However, at the present there are several limitations that hamper its development:
Limited availability due to high installation costs. To accommodate all types of

batteries, it is an expensive proposition compared to the rate of return.
Battery switch stations have yet to study the market behaviour; therefore, sustainable
business model is yet to evolve.
Battery switch stations have to be updated due to technological advancements in

batteries and vehicles.
The location of the battery will not be the same for all vehicles, therefore, a challenge
to install the appropriate machinery.
Car manufacturers are reluctant to stimulate this model because battery is crucial for
the performance of the vehicle and an element for differentiation. Standardized
batteries could limit the design and performance of the vehicle. At the moment, only
Renault Fluence ZE has the option.

26
4.5 Standards related to the EVSE
EVSE Systems are presently under study to give support to the driver for making an
effective use of the charging infrastructure facilities. These studies are carried out
cooperatively within CEN-CENELEC and ETSI (OEM consortium), based on vehicle to
infrastructure communication.
The figure hereafter shows the interactions of the entities involved in the system vehicle
infrastructure with the indication of the Standardisation Bodies dealing with the
standards relevant to the different areas of operation.
Figure 6 Standards related to the various areas of the vehicle infrastructure system (EDF, 2013)
In 2010, CEN, CENELEC and ETSI established a Focus Group on European Electro-
Mobility which produced in October 2011, as reply to European Commission Mandate
M/468 (charging of electric vehicles). These entities were requested to develop
European standards in order to:
a) Ensure interoperability and connectivity between the electricity supply point and the
charger of electric vehicles, including the charger of their removable batteries, so that
this charger can be connected and be interoperable in all EU States.
b) Ensure interoperability and connectivity between the charger of electric vehicle- if

the charger is not on board- and the electric vehicle and its removable battery, so that
a charger can be connected, can be interoperable and re-charge all types of electric
vehicles and their batteries.
c) Appropriately consider any smart-charging issue with respect to the charging of

electric vehicles.
d) Appropriately consider safety risks and electromagnetic compatibility of the charger

of electric vehicles in the field of Directive 2006/95/EC (LVD) and Directive
2004/108/EC (EMC).

27
ICT Systems are also under study to give support to the drivers to make an effective use
of the infrastructure facilities. The concept of this Road Co-operative System is to
establish an intelligent telecommunication network among vehicles and infrastructure
to give information to the user about the location of charging spots (conductive or
inductive, fast charge or eventually quick battery drop), the opening hours,
reservations, accepted payment facilities. The studies are conducted, upon the EU
Mandate M/453 in co-operation CEN CENELEC ETSI (Consortium of automotive
manufacturers).
4.6 Vehicle: grid interaction
The infrastructure system can be considered and work as bi-directional energy

exchange grid-to vehicle and vehicle to grid in order to get the maximum benefit
in the management of the global energy in terms of availability and time opportunities,
addressing the use optimization of the primary energy sources.
The electric power network should be complemented by an IC (information and

communication) network vehicle-infrastructure, to supply the user with all the
indications concerning the approach to charging station and implement the energy
exchange.
For the near medium term the interaction driver/vehicle - grid could be envisaged
with respect to the electric vehicle charging or, more generally, energy exchange with
the infrastructure in rationally organized way.
An Electric Infomobility Management (EIM) Center should be envisageable in

connection with already existing Information and Communication system regarding the
traffic control and management.
On the basis of the state of charge of the battery and in consideration of the mission
plan requirement, the driver can propose to the EIM a battery charging ,or battery to
grid energy restitution.
Based on grid power situation a cost-based energy exchange can be planned and
authorized.
The driver can be informed about the nearest available charging station and a route
guidance can be given to approach the charging station.
An automatic vehicle positioning can be envisaged based on the technology

available techniques for the opportune user friendly procedure to implement the
energy exchange.
The energy exchange procedure can start after the driver consensus and relevant
accounting is implemented.
A possible user friendly procedure to be developed in the future can be the wireless
energy exchange vehicle- infrastructure.

28
4.7 Standards related to energy exchange grid to vehicle
The Standards constitute a fundamental tool for the technology development, as

guideline in the technical approach, for safety assurance and for establishing common
methods for performance evaluation and operational procedures.
This is, in particular, basically important in relation to the vehicle grid, to establish a solid
basis for safety and interoperability of the technical solutions.
The standards related to the physical relation vehicle grid postulate the establishment
of a parallel standard body for the communication and management of the operation
vehicle/driver infrastructure.
The setting up of standards for conductive charging has started long time ago with the
work of IEC and CENELEC at the international and European level (and CEI at national
level in Italy) and in parallel by ISO and CEN at international and European level (and UNI
at national Italian level), supported by important work of harmonization, also with respect
of SAE and UL standards.
The inductive charging technique was conceived also long time ago, since years 80s
and standards were defined as support to systems developed in that period, based on
manual operation.
More recently a considerable interest has been arisen for the wireless charging power
transfer grid to vehicle, supported by the concept of user friendliness and safety.
The development of a body of standards has been initiated for wireless power transfer
(WPT) and for the supportive communication-information network, Standards for
Conductive Charging and Wireless Power Transfer, existing and under development are
reported in Annex I.

29
5. ICT requirements in EV infrastructure

The suppliers, charging network owners, and EV drivers have initial ICT requirements to
deploy and use the EV charging networks. In the second phase of ICT demand when EVs
become more common, additional investments will be required to integrate EVs into
smart grid and transportation systems.
The areas of operation of ICT can be outlined as the following [4][5]:
IT Mobility Platforms: These are used to maintain and control charging stations. These
facilitate remote management by providing information concerned with usage of the
station, charging traffic, user authentication database, and consolidated billing
statements.
The common features available with these systems are outlined below:
Charging Station Management: Back-end systems analyse information received

because of communication between charging stations and the control centre. These
are valuable to charging station owners, who can use these systems to monitor
stations, analyse data, manage faults, track usage, calculate bills, and generate
reports. This helps facilitate smart charging facilities.
IT platforms: IT platforms are also useful for enabling roaming models for EVs. A
roaming model refers to an EV's environment where drivers can charge their vehicles
even when they are outside the boundary of their registered stations. B2B
marketplace is a pilot project involving IT platform providers such as IBM and Siemens
that aim to develop a billing solution for EVs roaming models.
Software Systems: These are Business/Operations Support Systems (B/OSS). These

enable charging station hardware to identify users (depending on the authentication
system), communicate information to the control centre, and process customer
billing.
Identification Software: Charging stations are installed both in private and public
spots. In the case of public charging stations, it is safe to restrict usage to specific
persons who have registered or subscribed for the service. Many charging stations
use RFID technology to identify its customers. Many IT platform offerings are also
equipped with software containing the database of all the registered users for the
service. When the RFID device is waved in front of the reader, the customer is
provided access to the charging stations.
Customer Portals: Charging station owners/operators also provide portals to their

customers. These may offer several features such as available times, reservation
systems, price for peak and off-peak times, and billing summaries. These services are
also provided to end users in the form of mobile apps. This is a customer-facing portal,
which, therefore, has the added requirement that it has to meet minimum user
friendliness. For example, the customer portal must be accessible via common
mediums such as Web, mobile phones, and apps and even the in-car display screens.
There is significant amount of integration with owners' enterprise systems for user
information and with drivers' personal mobility devices.
Portal Solutions: The information collated by these systems is made accessible to users
through different portals. The charging station portal is used by the operators to
understand key statistics about the charging facilities. These platforms also provide
customer portal solutions that EV drivers can use to check charging station statuses,
make reservations, and track bills and payments.

30
Payment and Authentication: Currently, the EV infrastructure market mainly uses RFID
technology for authentication and payment at charging stations. This involves the
use of RFID-enabled cards that are issued for members of a charging station, which
simplifies authentication and payment processes. There is also large scope for the use
of SMS, NFC tags, QR codes, and mobile apps for authentication and payment,
which are emerging trends in this industry.
User Interface: Customer portals and payment apps are examples of some existing
methods used to improve customer experience in the EV market. In pursuing further
expansion in the EV market, ICT participants will increasingly focus efforts on
developing attractive and interactive user interfaces for EV drivers. Improved user
interface is essential to improve customer experience, thus encouraging uptake of
EVs.
Connectivity: ICT providers also enable connectivity between the charging stations and
its control centre. Connected EV is a concept that is gaining popularity in the automobile
market. This will help create communication links between the EV driver and the charging
station. Depending on the parties to be connected, the options of connectivity are
varied. There is consideration that connectivity in an EV charging infrastructure could be
done on Power Line Communications (PLC) or wireless or cellular. For EV drivers, the
connectivity being considered is usually wireless or cellular because of its ubiquity.
However, for drivers' authentication at the charging pole, there are considerations of a
variety of communications technology that includes Radio Frequency Identity (RFID) and
Near Field Communication (NFC).
Integration with Smart Grid: As the number of EVs and charging station networks
increases, there is a need to develop an organised system to manage the distribution of
electricity. It will be important to differentiate peak and off-peak prices and
communicate this price differentiation to consumers to distribute the load on the grid.
Utilities will need to increase their ICT investments to incorporate intelligence into their
hardware, which can help ensure efficiency in operations. The smooth working of most
of the systems mentioned above depends on the establishment of smart grids and smart
meters. This also requires the inputs of several ICT providers.
Smart Home: Developing vehicle to grid functions and integrating the EV into the home
energy management system also provide opportunities for software providers and
mobile and broadband operators.
Integration with Transportation Systems: In cities or communities where there is already an

intelligent transport system (ITS) and when EVs reach sufficient mass, it becomes
necessary to integrate EVs as part of the overall transportation system. The potential for
big data and analytics can be attractive, especially when considered within the context
of a smart city deployment.

31
6. EU policies and strategy for EV development

This section reports the principal action lines and initiatives of the EU for the
development of infrastructure for electric vehicle recharging and for electric vehicle
promotion.
The European Commission is very interested and involved in the development of a

strategy plan aimed at the diffusion of the electric vehicles, within the consciousness of
the benefits for the environment and for the energy, that they can introduced for the
social wellbeing.
The following shows the main standardization mandates, regulations, directives and
initiatives launched by the European Commission that could accelerate the
introduction of the EVs:
(1) Standardization Mandates
The Standard Bodies CEN and CENELEC, responsible for the European Standards
relevant respectively for vehicles and electrical systems, have received a mandate
from the EU/EFTA (Mandate 246) to coordinate standards and actions, in support to
Electric Authorities for the development of an infrastructural system to assure the safe
charging of the electric vehicles in the EU Member States, with the interoperability of
plugs and vehicles. In 2010 an Electric Vehicles Focus Group has been established in
Europe, for coordinating the implementation of the EU mandate.
A further Mandate 490 EC has been addressed by EC to CEN, CENELEC and ETSI for
the standardization of Smart grid functionalities, aiming at the definition of:
o A technical reference architecture, which will represent the functional

information data flows between the main domains and integrate much
systems and subsystems architecture.
o A set of consistent standards, which will support the information exchange

(communication protocols and data models) and integration of all users into
the electric system operation.
o In this context, CEN CENELEC issued a draft mandate in support of the

implementation of the proposal for a directive on the deployment of
alternative fuel infrastructure (electric supply, hydrogen supply and natural
gas supply), intended to be submitted to the EU Parliament for a first reading
in April 2014.
(2) Regulations
Regulation No 2015/45 of 14 January 2015 amending Directive 2007/46/EC and

Commission Regulation (EC) No 692/2008 as regards innovative technologies for
reducing CO2 emissions from light commercial vehicles.
The Horizon 2020 framework programme, established by Regulation (EU) No

1291/2013 also provides support for research and innovation with regard to
alternative fuel vehicles and the related infrastructure, in particular through the
Societal Challenge Smart, green and integrated transport.

32
The Regulation (EU) No 1316/2013 on the development of new technologies and

innovation, in particular regarding the decarbonisation of transport, is eligible for
Union funding. That Regulation also provides for additional funding to be granted for
actions which exploit the synergies between at least two of the sectors covered by it
(namely transport, energy and telecommunications). Lastly, the Commission is
assisted by the Connecting Europe Facility (CEF) Coordination Committee in
coordinating the work programmes with a view to allowing multi-sectoral calls for
proposals in an effort to take full advantage of possible synergies between those
sectors. The CEF would, therefore, contribute to the deployment of alternative fuels
infrastructure.
(3) Directives
Directive 2009/28/EC of 23 April 2009 on the promotion of the use of energy from
renewables sorces, sets a market share target of 10 % of renewables in transport fuels.
This directive repealed Directives 2001/77/EC and 2003/30/EC (OJ L 140, 5.6.2009, p.
16).
Directive 2014/94/EU of 22 October 2014 on the deployment of alternative fuels

infrastructure. The directive requires Member States to set targets for recharging
points accessible to the public, to be built by 2020, to ensure that electric vehicles
can circulate at least in urban and suburban agglomerations. Targets should ideally
foresee a minimum of one recharging point per ten electric vehicles. Moreover, the
directive makes it mandatory to use a common plug all across the EU, which will allow
EU-wide mobility.
(4) Other Initiatives
A European strategy for clean and energy efficient vehicles of 28 April 2010,
indicating:
o Action lines for green vehicles, including electric vehicles.
o Support to research and innovation (European competitiveness, Occupation
profiles).
o Incentives too diversified among the Member States.
o Standardization of the interface vehicle/grid (including the aspect of
communication/negotiation).
o Enhancement of the recharging infrastructure ( commitment of the
Commission for a guiding role and for the definition financing forms for the
investments)
o Integration with the policies pro-renewable energy sources.
The Commission's White Paper of 28 March 2011 entitled Roadmap to a Single

European Transport Area Towards a Competitive and Resource Efficient Transport
System called for a reduction in the dependence of transport on oil. This needs to
be achieved by means of an array of policy initiatives, including the development of
a sustainable alternative fuels strategy as well as of the appropriate infrastructure. The
Commission's White Paper also proposed a reduction of 60 % in greenhouse gas
emissions from transport by 2050, as measured against the 1990 levels.

33
7. National, European and International EV initiatives for

increasing the market uptake
Establishing alliances and collaborations with other national or international EV projects
or initiatives will represent a clear opportunity for extent the outcomes of the roadmap.
To that end, a set of activities and projects with similar objectives have been selected in
order to contrast results and, at the same time, undertake jointly some activities.
7.1 European Projects
Green eMotion
Coordinators: SIEMENS
Partners: The Green eMotion consortium consists of forty-three partners from

industry, the energy sector, electric vehicle manufacturers, and municipalities as
well as universities and research institutions.
Country/Region: European
Web Page: www.greenemotion-project.eu
Funding: public-private
Description
The Green eMotion project is part of the European Green Cars Initiative (EGCI). The
project is based on diverse national and European electromobility projects: It
connects these ongoing regional and national initiatives and concentrates them
into one international initiative. It builds upon already existing results and compares
different technology approaches to make sure that the best solutions possible will be
established on the European market.
The major achievements of the Green eMotion project will be:
To recommend selected standards for an interoperable electromobility system.
To define the IT architecture for a European marketplace, including

interfaces that allow for competition in implementation.
To recommend approaches to an optimised grid and charging infrastructure.
To test and demonstrate the interoperability of an electromobility system in

selected demo regions.
To analyse the operability of electric cars under real-life conditions and develops
recommendations for their implementation in the mass market.
Transform Project
Coordinators: Optimat
Partners: eight partners from five European countries.

34
Country/Region: Europe
Web Page: www.transform-europe.eu
Description
The main aim of TRANSFORM is to mobilize the procurement power of city authorities
and major companies to accelerate progress towards sustainable zero carbon
transport systems. The three year project will focus on:
The development of procurement of innovation strategies on realizing Green

Transport.
An analysis of the impact of transport on climate change.
A sensible action plan to enable cities to make progress on smart, green

integrated transport. An important part of the action plan is the potential
synergies between public and private demand.
To realize those goals the following objectives will be realized:
Bring together influential stakeholders from European cities and the innovation
community to explore future zero carbon aspirations and emerging potential
solutions.
Facilitate the development of leader-led innovation procurement projects in the

procurement transport area.
Coordinate the development of joint demand statements of common need for

innovative solutions in the future (innovation procurement Compacts).
Promote the innovation procurement Compacts to the transport innovation

community.
Fabric Project
Coordinators: Institute of communication and Computer Systems
Partners: The FABRIC consortium composed by 23 partners in total
Country/Region: Europe
Web Page: www.fabric-project.eu
Description
The vision of FABRIC is the large-scale adoption of pure Electric Vehicles (EVs) in future
transportation systems. This wide deployment requires mature EV technology and
advanced charging solutions that provide a user experience similar to today's cars.

35
The main challenge that FABRIC is tackling is range anxiety that is caused by the
limited range current EVs are suffering from. In the long term, electric vehicles might be
able to collect energy from the road, in a conductive or contactless mode.
In more detail, FABRIC will address the following objectives:
Collection of end-user requirements and industry demands that determine the

potential of success of such technologies in various application sectors.
Identification of technology drivers and challenges that impact the implementation

of wireless charging technology and the widespread installation of wireless charging
infrastructure.
Determination of product and technology development activities by technology

developers, EV makers and other key stakeholders.
Proposal of partnerships and collaboration between key stakeholders for

implementation of technology.
Survey of governmental policies, regulations and pu blic and private funding

activities impacting the progress of wireless charging infrastructure.
Evaluation of technology penetration potential for wireless charging in public

transportation in addit ion to the passenger car segment.
Bridging the technological gaps and proposal of a rational solution for both the grid
and the road infrastructure.
7.2 Events
Electric Vehicle Symposium & Exhibition (EVS)
Coordination: World Electric Vehicle Association (WEVA). WEVA unites the

European Association for Battery, Hybrid and Fuelcell Electric Vehicles (AVERE),
the Electric Drive Transportation Association (EDTA) and the Electric Vehicle
Association of Asia Pacific (EVAAP)
Partners: local partners depending on the place of the event
Country/Region: international
Web: www.evs27.org
Description
The World Electric Vehicle Symposium and Exposition series, organized by WEVA, is
recognized as the premier event for academic, government and industry
professionals involved in electric drive technologies.
The EVS series began in 1969 as an academic forum for global networking and the
exchange of technical information. As electric drive technologies progressed from

36
the classrooms and laboratories into the marketplace, EVS blossomed into an event
both academic and business oriented.
Today, the EVS series is recognized as the global electric transportation industry's
premier and largest forum, showcasing all forms of technologies in the market place
and on the drawing boards--from low speed battery electric vehicles to fuel cell
electric buses. The event attracts academic, government and industry leaders from
around the world who are interested in exploring and understanding the technical,
policy and market challenges to a paradigm shift toward use of electric
transportation technologies.
IEEE International Conference in Florence
Coordination:
o Organizing Committee: IEEE, Clemson University, University of Michigan,

University of Texas, Quanta Technology, UWindsor, Assoanae, Bellsouth
and Unicas
o National Committee: University of LAquila, University of Florence, ATA,

Politecnico di Milano, ENEA, CEI-CIVES, University of Trieste, University of
Pisa, University of Cassino and South Lazio
Partners: N.A.
Country/Region: Italy
Web Page: www.ievc2014.org
Description
The IEEE International Electric Vehicle Conference serves the global engineering
community as a leadership platform to identify market, technology and
standardization opportunities for electrified vehicles and related infrastructure. Key
executives of the private and public sector, academic leaders, and standardization
experts will contribute to an interactive dialogue on how to develop the
transportation electrification ecosystem utilizing technology waves such as the
Internet of Things (IoT) and Automated Driving.
Automotive OEMs have invested large sums in the development of electrified

vehicles such as EVs, PHEVs and fuel-cell powered vehicles. This combined with
mandated reductions of CO2 emissions will require the implementation of long term
strategies from both industry and government on how to increase market share of
electrified vehicles in global markets.

37
Expoelctric Frmula-e
Coordinators: Expoelctric Frmula-e is an initiative organized by the Catalan

Government through the Catalan Energy Institute (ICAEN), the Barcelona City
Council, the Association of Technical Industrial Engineers of Barcelona (ENGINYERS
BCN) and the Barcelona Provincial Council.
Partners: It has also the support of the Plataforma LIVE Barcelona and Green
Emotion.
Country/Region: Spain (Barcelona)
Web Page: http://www.expoelectric-formulae.cat
Description
Expo Elctric is an initiative that aims to bring the public closer and more familiar with
the electric vehicle, as well as contributing to the industrial transformation of the sector.
Among its main objectives:
1) To promote the electric vehicle as an engine of cities transformation.
2) To raise awareness, spread and promote energy saving among the public, with a
recreational and unique activity that will provide more efficiency when using
energy resources and will reduce dependence on petroleum.
3) To promote the economic saving that supposes for the user the use of electric
vehicles, at the level of electric recharge and maintenance.
4) To promote the rational use of vehicles and to encourage efficient driving based on
the efficient use of energy.
5) To offer an environmentally-friendly activity available for all, where everyone can

participate and feel part of a future that is within our reach, giving a green image
of mobility.
6) To promote the meeting of companies and entrepreneurs with potential consumers

and facilitate the creation of synergies among professionals.
7.3 Other Initiatives
Electric Vehicle Initiative (EVI)
Coordination: International Energy Agency
Partners: Participating governments include Canada, China, Denmark, Finland,

France, Germany, India, Italy, Japan, the Netherlands, Portugal, South Africa,
Spain, Sweden, the United Kingdom and the United States
Country/Region: international

38
Web Page: http://www.cleanenergyministerial.org/Our-Work/Initiatives/Electric-

Vehicles
Funding: public
Description
The Electric Vehicles Initiative (EVI) is a multi-government policy forum dedicated to

accelerating the introduction and adoption of electric vehicles worldwide. EVI is
one of several initiatives launched in 2010 under the Clean Energy Ministerial (CEM),
a high-level dialogue among energy ministers from the worlds major economies.
EVI currently includes 16 member governments from Africa, Asia, Europe and North
America, as well as participation from the International Energy Agency (IEA).
EVI seeks to facilitate the global deployment of at least 20 million passenger car
EVs, including plug-in hybrid and fuel cell electric vehicles, by 2020. This goal is
based in part on countries deployment targets and on other factors such as IEA
scenarios. EVI will enable progress toward this goal by:
Encouraging the development of national deployment goals, as well as best

practices and policies to achieve those goals.
Leading a network of cities to share experiences and lessons learned from early
EV deployment in urban areas and regions.
Sharing information on public investment in RD&D programmes to ensure that

the most crucial global gaps in vehicle technology development are being
addressed.
Engaging private-sector stakeholders to better align expectations, discuss the

respective roles of industry and government, and focus on the benefits of
continued investment in EV technology innovation and EV procurement for
fleets.
Employer EV initiative (EEVI)
Coordinators: Calstart
Partners: US Departament of Energy, California Plug-in Electric vehicle

Collaborative, Bay Area Air Quality Management District
Country/Region: US
Web Page: evworkplace.org
Funding: Public-Private
Description
The Employer EV Initiative (EEVI)aims to accelerate the introduction of charging

infrasatructure at work places. The employers who participated in the Initiative
pledged to support a pro-PEV set of principles, to:
Develop solutions for providing PEV charging opportunities for employees.

39
Share non-proprietary information with other employers.
Provide resources and information to employees about PEV solutions.
Evaluate adding PEVs to their company fleet mix.
At present, the initiative In the development of this document, the Initiative

accomplished the following steps:
Survey outreach to companies to develop an initial understanding of programs in

place
and the issues and barriers for workplace charging.
Creation of a Workplace charging Forum that consisted of web-based monthly

meetings
to develop a consensus on best practices.
Development of this Best Practices for Workplace charging document to enable
employers to install charging infrastructure and encourage the purchase of PEVs

among their employees.
European Green Cars Initiative (PPP)
Coordination: Executive Board composed by Valeo, Siemens and AVL List
Partners: the European Green Vehicles Initiative Association currently counts 64

members
Country/Region: International
Web Page: www.egvi.eu
Description
The European Green Vehicles Initiative is a contractual public-private partnership (PPP)

dedicated to delivering green vehicles and mobility system solutions which match the
major societal, environmental and economic challenges ahead. With a focus on the
energy efficiency of vehicles and alternative powertrains, the EGVI PPP aims at
accelerating research, development and demonstration of technologies allowing the
efficient use of clean energies in road transport.
The Partnership involves all industry, research and associate members of the European
Green Vehicles Initiative Association (EGVIA) and the various Directorates General of
the European Commission engaged in the PPP. Public and private partners collaborate
to identify research and innovation activities to be proposed for financial support under
Horizon 2020 - the EU Framework Programme for Research and Innovation in the period
2014-2020. Three rounds of biennial calls for proposals are expected to be launched
within the EGVI PPP.
The European Green Vehicles Initiative is established in the continuation of the

European Green Cars Initiative (2009-2013). The latter was created in an ad-hoc

40
manner in the 7th Framework Programme, in response to the global economic crisis of
2008, and led to the joint funding of more than 80 collaborative research projects.
Although the scopes of the two Initiatives slightly differ the EGVI PPP specifically
focuses on the energy efficiency of vehicles and alternative powertrains and covers
additional vehicle types the approach and working methods developed are similar.
The Multiannual Roadmap for the EGVI Contractual Public-Private Partnership is the
document of reference for the implementation of the PPP. It takes into account the
roadmaps from the three European Technology Platforms involved - ERTRAC, EPoSS and
SmartGrids, and outlines the vision, research and development strategy, as well as the
expected impact and governance model of the European Green Vehicles Initiative.
LIVE Platform
Coordinators: Barcelona City Council, the Generalitat of Catalonia , through the

Catalan Institute of Energy; IDAE (The Institute for Energy Diversification and Saving,
the Ministry for Industry); and the companies ENDESA, SEAT, SIEMENS and BSM.
Partners: the UPC (Polytechnic University of Catalonia); LEITAT Technological

Centre; STA (Technical Automotive Society); Barcelona DIGITAL; TMB (Metropolitan
Transport of Barcelona); BSM (Barcelona Municipal Services); REGESA; TABASA;
SABA-ABERTIS; CATMOTO; NISSAN/RENAULT; TOYOTA; SIEMENS; VOLT-TOUR;
AVELE/AVERE; ALTRAN; QUIMERA; IDIADA; RACC (Royal Automobile Club of
Catalonia); CIRCUTOR and INITZIA; among others.
Country/Region: Spain (Catalonia)
Web Page: w41.bcn.cat
Description
Live (Logistics for the Implementation of the Electric Vehicle) is a public-private platform
that has been set up with the aim of providing support and promoting the
development of electric mobility in Barcelona. It is structured in 5 main areas to give
support to industry, sustainable mobility and the environment:
1) Giving support in the development and promotion of pilot projects in electric

mobility (Living Labs), promoting the early distributions of electric vehicles and
obtaining results and best practices from the pilots.
2) Providing the necessary tools and resources to generate a network of innovative

assets, in terms of both the economy and the industrial sector, and to promote R&D.
Providing support to the creation of local consortia in national and European
projects, and to knowledge and technology transfer in university and professional
fields.
3) Promoting the organisation and reception of events and activitiesthat stimulate

electric transport in Barcelona.
4) Encouraging the deployment of public and private rechargingnetworks throughout

the whole metropolitan area of Barcelona.

41
5) Becoming the leading reference point for people and companies in Barcelona, for
any aspect related to electric mobility, via the creation of the first technical civic
agency in Europe for the deployment of electric mobility.

42
8. Market Analysis
8.1 Market Barriers
The following shows the main market barriers detected during the face-to-face
interviews (see section 1):
ID Barrier
High Costs of EV compared with ICE. However, there is expected that Economies
1 of scale on EV specific components will play a relevant role reducing costs in the
upcoming years.
2 High upfront Costs of Batteries that can be a half of the vehicle.
Low performance of batteries. The technology is too new to have a lifetime track
record in real-world automotive applications. An effect of this is that neither
3 battery manufacturers nor auto manufacturers can offer a lifetime battery
warranty without oversizing the battery pack by a factor of two or more, making
the batteries uneconomic.
The inertia of OEMs who want to preserve the status quo while making token
4
incremental efforts towards energy efficiency.
Because of the low market penetration of EV there is a lack of qualified personnel
5 in many fields related electric car: Emergency responders, vehicle service
technicians, sales force, electricians, fleet operators, etc.
6 Uncertainty around EV safety
Lack of public/private CI. In 2012, about 9,000 and 12,000 charging stations were
7 installed in Europe and North America, respectively. However, customers opine
that there is still a lack of charging infrastructure.
8 High costs of CS Installation.
Undefined strategy for CI deployment. Lack of a National Strategic Plan that
defines the optimal location for each charging point based on industrial or
9
touristic demand. Currently, each municipality decides freely where to install
charging points according to their needs.
Identified higher education programs related to electric vehicles do not appear
10 to cover some issues that relate to charging infrastructure development such as
land use, community planning, and architecture.
Lack of standardization around the charging technologies. The process to define
standard connectors, standard communication protocols between charger and
11
vehicle and standard user interface is on-going (EN 61851, ISO 15118) but not
yet completed.
The administrative procedures for installing charging points in a public area are
12
extremely complex.
Low introduction of smart metering that will play essential role on load shifting and
13 the development of the Vehicle-to-Grid approach. At the same time, will provide
real-time information on costs to the end-users.
14 Uncertainty of Electricity Costs
Range anxiety. In a survey conducted by the Consumer Electronics Association
71% of participants admitted to range anxiety regarding electric vehicles.
15
However, this is more a perception than a real problem since the km travelled per
day is less than 40 km on average.
Difficult negotiations between building management and residents about
16 approval of EV installations. Parties may be uncertain about who should assume
responsibility for electrical upgrades and maintenance of the equipment.

43
Regulation deficiencies for installation in private areas. Lack of regulations for

17 installing electric charging points in private areas such as Multi-Unit Dwelling
(MUD) or Apartments.
There is a lack of knowledge between end-users about the characteristics of

18
electric vehicles and their current capabilities.
Habits. Organized mind by people, who need to include charging time for their
19 vehicles within the daily scheduling. The culture around petrol car and its business
model will be extremely difficult to change.
Lack of a Charging of roaming standard between E-Mobility Service Providers.
20 Develop a European Clearing House Operator that simplifies roaming
relationships, moving from a bilateral roaming to a multi-lateral roaming.
Develop a virtual B2B environment for e-mobility related services, accessible
through the internet and hosted in a cloud environment. One example is the
Marketplace Concept developed by Green eMotion, open platform with
21
common standards and protocols and well defined interfaces that will permit the
exchange information between different partners and the interoperability of the
process for billing.
22 Lack of Robust Business Models.
There are different Market Models and in some regions they are developing at the
23 same time. This creates uncertainly for the stakeholders who cant predict their
role in the Electric Vehicle Ecosystem.
24 Uncertain Return on Investment (TCO analysis).
The business ecosystem is complex. The interests of electric companies, car
25 manufacturers, hardware and software developers and ICT have to converge in
the same industry.
Hard conditions for being a Load Manager. System Loads Manager for
conducting energy recharges services. This Decree establishes strong legal,
26
technical and economic requirements for selling electric energy. As a result, only
utilities sell energy in Spain.
Lack of strong financial initiatives (subsides, tax reductions) combined with

27
meaningful non-financial initiatives (use of bus/taxi lanes, free parking).
Lack of really strong regulations in order to limit the average emissions of vehicles
28
sold by manufacturers.
Lack of stricter enforcement in Urban Mobility Policies (Parking, Air Quality Plans
29
and ZE zoning, among others).
Develop and Enforce Consistence Signage. An EV standardised and widely
30 deployed signage is lacking. Consistent and abundant signage offers both
functional and representational value. Traffic code needs changes.
Table 10 Market Barrier and EV domain involved. Elaborated by EURECAT
8.2 Driver characterization and user profile
According to an study performed by the Comissione Italiana Veicoli Elettrici Stradali a

Batteria, Ibridi e a Celle a Combustibile (CIVES) , it is possible to classify EV utilization as
follows:

44
Utilization category Mission profile Average daily

trip [km/day]
Small private Short trips in city and outskirts for plants
120
artisans installation and maintenance in private houses
Goods and mail
delivery to public Short trips with frequent stops for door- to door
80
and private goods and mail delivery
customers
Public urban Administration related missions in city limited
80
service areas with short range
Short range trips with extended stops for public
Public utility service service maintenance (Water, Electricity, Gas, 80
Telephone)
Sanitary services, Short trips with specially equipped small
garbage collection vehicles, for garden maintenance, waste 80
services collection
Services for Internal/external hospital materials, pharmacy
100
hospitals material transportation and delivery
Courtesy car, customers transfer shuttle, tourist
Hotels 120
services
10 20 km trips with time extended stops, with
Taxi 120
limited access roads
Rental cars, Car Short medium length trips in city and outskirts,
120
sharing with limited access roads
Private Medium short trips of 8 10 km length 2 to 4
50
transportation times per day
Table 11 Mission profile for different category of users (with reference to Milano area). Elaborated
by CIVES
As a result, the study revealed that an operating range about of 120 km is enough for
meeting the demands of different utilization categories and mission profiles (reference
in Milano Area).
For the private utilization the necessary range requirement can be correlated to the
short trip (from 8 to 10 km), with extended stops with eventual possibility of recharge
even exceeding those which could be strictly necessary. The basic recharge is
considered to be operated overnight and a possible interim recharge at the office
facility. For this type of use, the normal useful range can be of some 50 km and the CI
on the road could assure the driver about possibility of performing mission extensions
not previously scheduled.
The typical user behaviour for the management of the electric vehicle is the charging
the battery overnight and planning the mission in the following day, with an estimation
of the daily trip length and profile, to assess the consistency with the range of the
vehicle fully charged. This procedure can be supported eventually by an appropriate
navigation plan.
The charging frequency should be consistent with the vehicle autonomy and the length
of the daily trip. An indication is given in the previous table 6 on the typical daily mission
length for different types of use.
For given types of mission, the daily run can result shorter than that potentially
achievable by the on board stored energy. This can be, for example, the case of
missions for door to door delivery operated by delivery vans (example the IVECO Daily
electric with a potential range of over 120 km with fully charged battery) against a
required range of some 40 50 km.

45
8.3 Electric Vehicle Market Trends
According to EVI [2], EV market uptake has been accelerated during the last three
years for stricker fuel efficiency regulations and a desire of governments for mitigating
risks from oil price fluctuations. As a consequence there is a growth in sales and
significant cost reductions in components such as batteries and charging infrastructure.
The consultancy firm Frost & Sullivan [4] foresees that EV sales will increase about 47.7 %
reaching 280,000 units sold by the end of this year what represents 7.4 billion in
revenues (average EV price 26,774; see table 12). The global stock of EVs has grown
from 180,000 units on the road in 2012 to more than 650,000 at present.
280.000
+ 47.7%
190.000
119.748 + 58.7%
2012 2013 2014

Figure 7 Number of EV annual sales in units [4]
Company Country Vehicle Battery Range Electric Price ()*

(kWh) (km) Motor(kW) *Including
Battery
Renault France Fluence ZE 22 185 70 26.600
Twizy 100 4 7.220
ZOE 22 160 65 21.250
Nissan Japan Leaf 24 199 80 23.864
Toyota Japan iQ 12 85 47 13.255
Fiat Italy 500e 24 92 43 26.120
Mitsubishi Japan i-MiEV 16 150 49 29.600
Smart smart 17.6 109 16 19.076
fortwo
Electric
Drive
BMW Germany i3 22 130 130 33.820
Mercedes- Germany B-Class 28 137 132 33.900
Benz Electric
Drive
Honda Japan Fit EV 20 132 92 259

/month
Ford Fusion 7.6 122 107 28.420
US Energi
US Focus EV 23 132 92 28.796

46
Tesla US Model S 60 335 270 55.920

Chervolet US Volt 16.5 61 88 26.996
Average Price 26.774
Table 12 EV pries of the most sold EV. Own elaboration
However, the global EV stock only represents the 0.02% of the total passenger stock
and its growth is strongly linked to demand-side measures. In this regard, tax
exemptions and subsidies are playing a key role in spurring EV markets. The following
table is a summary of the main direct and indirect incentives worldwide for EV
purchase:
Country Cash Alterna- Conges- Parking Registra- Annual Other Access

Incen- tive Fuel tion incen- tion on circula- Tax to
tive ($) Tax Charge tive Tax tion tax Exem- special
Exemp- Exemp- exemption lanes
tion (%) tion (%) ption (%) (%)
Austria 1,100 100 Yes - - - Yes -
Australia - - - Yes 75 - - Yes
China 9,600 - - - - - - -
Denmark - - - - 100 - Yes -
Estonia 23,000 - - - - - - -
France 6,700 - - - 100 - Yes -
Germany - - - - 100 - - -
Italy - - - - - 100 - -
Ireland 6,700 - - - 100 - Yes -
Japan 2,500 - - - - - Yes -
Malaysia - - - - - - Yes -
The - - - - - 100 - -
Netherlands
Norway - - Yes Yes 100 - Yes Yes
South 3,600 - - Yes - - Yes -
Corea
Spain 2,600 - - Yes - - Yes Yes
The United 8,000 - Yes Yes - 100 Yes Yes
Kingdom
The United 7,500 100 - Yes - - Yes Yes
States
Table 13 EV worldwide incentives for EV purchase [4][5]

47
In terms of market share, the United States led the EV sales with 97,936 units sold.
The
UK Germany Belgium Denmark Norway Sweden Spain
Incentives Netherlands
Exempt from registration
x National Regional National National National National National
tax
Exempt from circulation
National National Regional National National National National Local
tax
Exempt from congestion
Local x x x x x Local x
charge
Exempt from company
EV car tax National x x National x x x x
Tax-deductible
Financial investments (EVs for x x National x x x x Regional
companies)
Subsidy programs (cash
National National Regional N, R, L x National National N, R, L
incentives)
Exemption of toll roads x x x x National x Local Regional
Tax-deductible
x x National x x x x Regional
investments
CI Subsidy programs (cash
x x x N, R, L x National x x
incentives)
Low Emission Zones (LEZ) Local x x Local Local Local Local x
Communication
National x x National x x x x
programs
Free access to public
x x x x x National x x
areas for EVs
Free public parking Local Local x x Local National Local Local
Non-financial Permission to drive in
bus and taxi lanes for x x x x x National x Regional
EVs
Free use of domestic
x x x x x National x x
ferries for EVs
Fuel Economy Label National x National x x x x x
Free use of public
x x x x x Local x Local
charging infrastructure
Table 14 Eurpean EV incentives by country, own elaboration
American sales represented the 52% of global sales by the end of 2013. U.S. is followed
by Europe with 26% of sales what represents a total of 49,400 units led by France with
14,204 units, Netherlands with 8,272 units and Norway with 7,665. Japan is in third
position with 17% market share and 31,180 units sold [4].

48
5%
17% 26% Europe

USA
Japan
China
52%
Figure 8 Global EV sales breakdown per region, 2013 [4][5]
97936
31180
14204 9532
8272 7665 6889
1840 1728 1422
Figure 9 Global EV sales by region 2013 [4]
Nevertheless, if we calculate the market penetration of the EVs, Europe leads the way.
As it is shown in the table below, Norway is the country with the highest market
penetration per capita in the world. Norway is also the country with the largest plug-in
electric segment market share of new car sales, 5.6% of new car sales in 2013, and all-
electric car sales jumped to a record 12.9% market share of new car sales during the
first half of 2014 . In March 2014, Norway became the first country where over 1 in every
100 passenger cars on the roads was a plug-in electric. Norway is followed by
Netherlands, with a market share of 5.37% in 2013.
PEV market penetration per PEV market

Country PEV stock
1,000 people share
Unites States 172.000 0.53 0.62%
Japan 74.124 0.58 0.85%
China 38.592 0.03 0.08%
Netherlands 28.673 1.71 5.37%
France 28.560 0.44 0.65%
Norway 20.486 4.04 5.60%
Table 15 Plug-in electric vehicle stock, market penetration per capita, and EV sales market share
in the top six countries by PEV stock as of December 2013. [1]

49
European cities also lead the rankings of EV stock. Paris metropolitan area is the city
with a major EV stock with more than 30.000 EVs followed by Los Angeles with more
than 20.000.
30327
20115
8408
7000
5628 5423 5223
3750 3000 2750
Figure 10 Number of EVs in World EV Cities and Ecosystems (WECE) Regions, 2014.
(worldevcities.org, 2014)
According to Frost and Sullivan, global EV sales will grow at a compound annual rate
from 2013-2020 of the 47% reaching a total of 2.7 Million of units sold and 74.3 billion in
revenues in 2012.
2.776.820
CAGR 2013-2020: 47%
1.886.800
1.390.000
880.500
590.000
280.000 381.000
190.000
2013 2014 2015 2016 2017 2018 2019 2020

Figure 11 Total EV Market: Unit Sales Forecast Global, 20132020 [4]
As shown in the figure below, from 2014 to 2020 the global EV stock will increase from
370,000 to 8.5 Million what represents that about 8 Million EVs will be sold in just 6 years
[4]. In the same period, the global potential market will be approximately 211billions
and about 55 billion in Europe.

50
8.555.120
5.778.300
3.891.500
2.501.500
1.621.000
370.000 650.000 1.031.000
2013 2014 2015 2016 2017 2018 2019 2020

Figure 12 Global EV stock forecast, 2013-2020. [4]
8.4 Charging Infrastructure Market Trends
The global EVSE market is expected to grow considerably encouraged by government

funding and incentives. When the mass-market introduction of electric vehicles began
two years ago there was much debate about a so-called chicken and egg dilemma
[2] facing the nascent market: should EVSE be deployed first in order to spur EV sales, or
does vehicle uptake need to occur before charging infrastructure takes shape? In
2014, the question is largely irrelevant. The reality is that EVs and EVSE are being
deployed simultaneously and the EV stock predictions explained above demonstrates
that there is a strong need of private and public EVSE deployment. In fact, Peak
Research predicts a boom in the EVSE market that will grow globally from $567 million
in revenues in 2013 to $5.8 billion in 2022.
The United States will be the largest single market for EVSE from 2012 to 2020 according
to Pike Research. Pike sees sales of EVSE in North America growing from around 66,000
units in 2012 to 626,000 units in 2020. Although EVSE sales have been driven by federal
stimulus dollars in 20112012, these projects are winding down, so sales will shift to non-
publicly funded units.
The US EVSE market will be led by just a handful of states, with six states constituting
roughly 50% of EVSE sales from 2012 to 2020: California; New York; Florida; Texas;
Washington; and Illinois.
Europe will see the most EVSE installations during the forecast period, just slightly higher
than in the Asia Pacific region. Sales will initially be driven by Western European
demand, which will constitute more than 90% of European EVSE sales. Five European
countries will be in the top 10 countries globally in terms of EVSE sales: Germany; France;
the United Kingdom; the Netherlands; and Italy.
In the Asia Pacific region, Japan is the strongest market due to the substantial
investment in charging infrastructure to support PEV sales. However, China is expected
to overtake Japan and become the largest market for EVSE in Asia Pacific in 2016. Both
countries are also in the top 10 consumers of EVSE. The global top 10 is rounded out by
Canada and Australia.
The chart below (figure 13) illustrates that European sales of EVSE will increase at a
compound annual rate from 2013 to 2020 of the 99% reaching an EVSE stock of 3.13
Million units in 2020. This represents that the potential European EVSE market from 2013
to 2020 is about 10,6 billion (estimated from charging infrastructure prices, see table
15).

51
4.500.000
4.000.000 Mode 2
Charging Station Units
3.500.000
CAGR 2013-2020: 99%
3.000.000 Mode 3
2.500.000
Mode 4/DC
2.000.000 Charging
1.500.000 Inductive Charging
1.000.000
500.000
0
2013 2014 2015 2016 2017 2018 2019 2020
Figure 13 Total Electric Vehicle Charging Infrastructure Market: Sales Volume Forecast by
Charging Type, Europe, 20132020. Elaborated by EURECAT Foundation based on a Frost and
Sullivan analysis [4][5]
952.375
745.337
579.706
538.299
414.076
331.261
207.038
165.630
124.223
82.815
Figure 14 Charging station units by country in 2020. Elaborated by EURECATM based on a Frost
and Sullivan analysis [4][5]
Average Prices
Min Max
Mode 2 400 700
Mode 3 6500 8800
Mode 4/DC 30000 50000
Inductive Charging 6500 7900
Table 16 Avergae prices of the charging infrastructure [4]

52
The EVSE market is divided between residential (intended for use by a single person or
family usually mode 1, 2) and commercial equipment (inductive, Mode 4 and 3), which
includes workplace, public, and private facilities. The market will see higher demand for
residential units than for commercial units as early EV buyers are more likely to own their
own homes. As the EV market grows, it will reach a broader base of consumers living in
multi-family dwellings, leading to greater growth in the sales of commercial EVSE for
private use. According to Frost and Sullivan, in 2020 95% of the European EVSE stock will
be mode 2 and 3.
4% 1%
Inductive Charging
30% Mode 4/DC Charging
Mode 3
65%
Mode 2
Figure 15 EV sales breakdown,Europe, 2020. Source: Estimated by EURECAT Foundation based on

a Frost and Sullivan analysis [4][5]
The figure below illustrates that UK will be the largest European EVSE market with the
23% of the charging stations installations in 2019 (720,436 units installed). UK will be
followed by France, Germany and Spain. In all, more than 3.1 million EV chargers will be
installed in Europe by 2019.
800.000
700.000
600.000
500.000
400.000 Mode 2
300.000 Mode 3
Mode 4/DC
200.000
Inductive Charging
100.000
0
Figure 16 Total Electric Vehicle Charging Infrastructure Market: Country-wise Charging Station
Installations by Type, Europe, 2019 [4][5]

53
9. Charging Infrastructure Business Models

9.1 New Business Models
It was recognized at an early stage in the study that the high up-front costs of EVs and
PHEVs and the perceived technology risk would necessitate alternative business models
if significant levels of uptake were to be achieved.
According to the stakeholders consulted the following are the main innovative business
models and apportunities to be considered:
1) Battery leasing. By retaining liability for the battery the manufacturer is committed to
replacing it if its performance is sub-optimal. This removes a significant element of
the financial risk for consumers. The monthly fee for leasing the batteries could
simply switch from the original owner to the new owner. A further benefit to the
consumer is that it allows the manufacturer to take advantage of any
improvements in battery technology when the batteries are eventually replaced.
2) Subscription Model (Mobile Phone Style Contract) Implemented by Better Place this
model offers to end-users an EV at a lower price via a series of subscription pricing
packages that will provide access to the network of charging points and battery
swap stations. The company owns the charging points and battery swap stations as
well as the car batteries.
3) End-to-end authentication and payment services: In order to charge at a charging

station, it is currently often necessary to have an account with an EV charging
service provider. The development of end-to-end authentication and payment
services through smart phone applications is an important trend in the EV market.
This service can facilitate transactions at the charging station and provide account
details through mobile apps. Nonetheless, registration with the charging station
provider can be a time-consuming process; therefore, this issue will need to be
resolved.
4) Mobility as a Service (Maas): This concept is changing the way that we understand
mobility. Getting from Point A to Point B can be done in a multitude of ways and
may mean using a privately owned vehicle for only part of the journey or not
owning a car at all (especially in dense urban areas). In this regard, there is a need
of new ICT solutions that such as Moovel app (www.moovel.com) which offers
journey advice based on integrated mobility, combining public and private
transport (McKinsey & Company, 2014).
9.2 Case studies
This section will be presented as a series of four case studies of business models that are
being used to support the penetration of EVs and PHEVs.
Case Study 1: Better Place
Better Place is a venture capital supported company based in California that

developed and sold battery-charging and battery-switching services for EVs. It was
founded in October 2007 by entrepreneur Shai Agassi and has so far raised over
$200million of financing.

54
Better Place announced deployment of electric vehicle networks in Israel, Denmark

and Hawaii in 2008 and 2009. The company planned to deploy the infrastructure on a
country-by-country basis, and said it was in talks with more than 25 additional regions
around the world: Australia, Ontario, Oregon, and California also announced
deployment of Better Place electric car networks.
In January 2008, Better Place announced a Memorandum of Understanding (MOU)

with Renault-Nissan to build the world's first Electric Recharge Grid Operator (ERGO)
model for Israel. Under the agreement, Better Place would build the electric recharge
grid, and Renault-Nissan would provide the electric vehicles.
The company opened its first functional charging station the first week of December
2008 at Cinema City in Pi-Glilot near Tel Aviv, Israel. The first customer deliveries
of Renault Fluence Z.E. electric cars enabled with battery switching technology began
in Israel in the second quarter of 2012, and at peak in mid September 2012, there were
21 operational battery-swap stations open to the public in Israel.
However, Better Place filed for bankruptcy in Israel in May 2013. The company's
financial difficulties were caused by mismanagement, wasteful efforts to establish
toeholds and run pilots in too many countries, the high investment required to develop
the charging and swapping infrastructure, and a market penetration far lower than
originally predicted by Shai Agassi. Less than 1,000 Fluence Z.E. cars were deployed in
Israel and around 400 units in Denmark, after spending about US$850 million in private
capital. After two failed post-bankruptcy acquisition attempts, the bankruptcy receivers
sold off the remaining assets in November 2013for only $450,000.
Better Place implemented a business model wherein customers entered into

subscriptions to purchase driving distance similar to the mobile telephone industry in
which customers contracted for minutes of airtime. The initial cost of an electric vehicle
might also have been subsidized by the ongoing per-distance revenue contract just as
mobile handset purchases are subsidized by per-minute mobile service contracts.
Better Place's goal was to enable electric cars to sell for $5,000 less than the price of the
average gasoline car sold.
The Better Place approach was to enable manufacturing and selling of different
electric cars separately from their standardized batteries in the same way that petrol
cars are sold separately from their fuel. Petrol is not purchased upfront, but is bought a
few times a month when the fuel tank needs filling. Similarly, the Better Place monthly
payment would cover electric "fuel" costs including battery, daily charging and battery
swaps. Better Place was to allow customers to pay incrementally for battery costs
including electric power, battery life, degradation, warranty problems, maintenance,
capital cost, quality, technology advancement and anything else related to the
battery. The per-distance fees would cover battery pack leasing, charging and swap
infrastructure, purchasing sustainable electricity, profits, and the cost of investor capital.
All battery problems would be handled by Better Place which would then bundle the
costs and bill their customers monthly for providing all infrastructure.

55
Figure 17 Better Place Swapping Station (www.inc.com)
The Better Place electric car charging infrastructure network was based on a smart grid
software platform using Intel Atom processors and Microsoft .NET software, or
comparable vendors. This platform was first of its kind in the world and was to enable
Better Place to manage the charging of hundreds of thousands of electric cars
simultaneously by automatically time-shifting recharging away from peak demand
hours of the day, preventing overload of the electrical grid of the host country. Better
Place would be able to provide electricity for millions of electric cars without adding a
single electricity generator or transmission line by using smart software that oversaw and
managed the recharging of electric cars connected with Better Place.
Better Place encouraged governments to mandate the use of international standards

and open access to recharge across charging networks to facilitate competing
networks. Standardization efforts such as SAE J1772, however, had not yet yielded
global consensus as of August 2009. Better Place displayed Charge Spot charging
stations that used a connector with the same pin layout as SAE J1772-2009 but housed
in a non-standard, triangular plug. They also displayed a wall mounted charging station
using IEC 62196 Type 2 receptacle. Battery pack switching outside of Better Place's
network was not to be allowed. Better Place said it had pre-sold enough contracts to
make its first deployed network in Israel profitable at launch.
Case Study 2: Tesla
Tesla Motors, Inc. is an American company that designs, manufactures, and

sells electric cars and electric vehicle power train components. Tesla Motors is a public
company that trades on the NASDAQ stock exchange under the symbol TSLA. In the
first quarter of 2013, Tesla posted profits for the first time in its history.
Tesla Motors first gained widespread attention following their production of the Tesla
Roadster, the first fully electric sports car. The company's second vehicle is the Model S,
a fully electric luxury sedan, and its next two vehicles are the
Models X and 3 respectively.
Tesla also markets electric power train components, including lithium-ion battery packs
to automakers including Daimler and Toyota. Tesla's CEO, Elon Musk, has said that he
envisions Tesla as an independent automaker, aimed at eventually offering electric
cars at prices affordable to the average consumer. A vehicle under $40,000 is
expected by 2017.

56
Figure 18 Tesla Charging Station (teslamotors.com)
Tesla operates stores or galleries usually located in shopping malls in 22 U.S. states and
Washington DC. Customers cannot purchase vehicles from the stores, but must order
them on the Tesla Motors website instead. The stores act as showrooms that allow
people to learn more about Tesla Motors and its vehicles. The galleries are located in
states with more restrictive dealership protection laws, which prevent discussing prices,
finances, and test drives, as well as other restrictions.
Tesla's strategy of direct customer sales and owning its own stores and service centres is
a significant departure from the standard dealership model currently dominating the
U.S. vehicle marketplace. Tesla Motors is the only automaker that sells cars directly to
consumers, with all other automakers using independently owned dealerships. 48 states
have laws that limit or ban manufacturers from selling vehicles directly to
consumers, and even though Tesla Motors has no independent dealerships, dealership
associations in multiple states have filed numerous lawsuits against Tesla Motors, trying
to block the company from selling cars in some states. North Carolina and New
Hampshire sided with Tesla Motors while Virginia and Texas have taken the opposite
position.
Another innovative aspect of Tesla is that the company offer free access to Tesla
Superchargers Station to Model S owners in highways in North America (129 stations),
Europe (89) and Asia (34). Superchargers provide half a charge in as little as 20 minutes
and are strategically placed to allow owners to drive from station to station with
minimal stops.
In addition, Tesla plans to make battery swapping available by December 2014 in

California. The company expects to eventually up grade all existing Tesla supercharger
stations with this new technology at a cost of US60.
Case Study 3: Autolib
Autolib' is an electric car sharing service which was inaugurated in Paris, France, in
December 2011. It complements the city's bike sharing scheme, Velib', which was set
up in 2007. The Autolib' scheme intends to deploy 3,000 EV on a subscription basis,
based around a citywide network of parking and charging stations.
The table below summarizes the subscription types available, the subscription fees and
the corresponding 30-minute rates (www.autolib.eu/en):

57
Rates per each 30 min interval

Subscription
Plan Membership First Second Additional
fees
30 min 30 min 30 min
Premium solo 144 per year

1 year 5 5 5
(12 per month)
Premium family 132 per year

1 year 5 4 6
(11 per month)
Weekly 1 week 15 per week 7 6 8
Discovery 1 day 10 per 24 h 7 6 8
Table 17 Subscription Types (www.autolib.eu/en)
As of 30 September 2013, over 2,000 Bluecars had been registered for the service, and
the scheme had 105,000 registered subscribers by mid-October 2013.
The case of Autolib showcases the strengths of ICT-driven business model for mobility
and electric mobility in urban areas in particular. Firstly, communications between
vehicles, charging stations, and users allow for new functionalities and customer
service.
Customers are able to plan journeys in the most efficient way, for example by booking
vehicles and parking spaces at their departure and destination stations. The advanced
logistics in the e-mobility system create an optimized service, enabling maximum use to
be obtained from each vehicle.
Autolib also illustrates potential new sources of value creation in the ICT business
model, beyond the benefits of the service to the retail customer. By collaborating more
closely with the electric utility and DNO, ErDF, the company running the service, Bollor,
can improve energy demand management for its vehicles. Indeed, a parked fleet of
electric vehicles that is connected to the charging network and a data network can
be charged in a smart way, at times that make use of spare capacity in the electric
grid and even that benefit it.
EV batteries can offer storage services for secondary energy markets (regulation and
ancillary services, particularly if they are aggregated in large battery stocks after their
life in cars). All of these strategies can be directly mapped to financial gains.
However, this business model has some weaknesses that need to be analysed:
Using and standardized vehicle model the Blue Car is the most efficient economic
solution for this car sharing system but limits innovation and competition-driven
improvements.
This model separates electric transportation from residential electricity consumption

for driving but is not exposed to the potential opportunities offered by using
electricity as a fuel.
Autolibs receives subsidies from Paris public authorities and is strengthened by the
federal governments support of the automobile and energy industries in France.

58
10. EV-CONNECT Roadmap and Monitoring System

10.1 Methodology
In order to develop the roadmap the Theory of Change methodology (ToC) has been
used. A ToC based approach aims to clarify the overall theory of an intervention by
specifying its desired long-term outcomes and impacts and the methods put in place
to achieve them.
In the following sections the contextual conditions of the EV and CI market have been
analysed, and we have defined a set of activities in order to achieve the desired
objectives.
A Contextual Conditions B Inputs

Base Line Scenario Resources - people, time,
Objectives of the intervention materials, funds - dedicated to
the design and delivery of the
interventions
F Impact
Changes in the initital
contextual conditions that gave C Activities & Processes
rise to the policy intervention as
measured by secondary and
(Roadmap)
administrative data directly or The support and services
indirectly. provided by partners jointly or
severally to delivery of
the interventions.
E Outcomes
Changes in the behaviour, D Outputs
capacity and performance of the Direct effects from the
people, communities, businesses
intervention that can be targeted
and organisations associated with
and monitored
the interventions directly and
indirectly
10.2 Objectives
The aim of the roadmap is to increase the market uptake of the EV Charging
infrastructure by shifting from the current random and isolated charging infrastructure to
interconnected charging networks based on market demands (holidays, business, etc.).
The following are the main specific objectives of the intervention:
To align the EVSE deployment with the real needs of the end-users.
Facilitate the development of a comprehensive, robust, and streamlined
standards and conformance landscape.
Maximise the coordination and communication between the different elements
of the complex EV ecosystem.
To facilitate the private/public deployment of the CI.
Address information asymmetries between Member States and regions.
Prepare the workforce and the society for the EV challenge.

59
10.3 Inputs
Geographical Scope
The dimension of activities and actions proposed in the roadmap will be at European level.
However, some of the proposed activities will be implemented in phases to assess their
impact and facilitate the counterfactual analysis.
The pilot regions/countries defined in the roadmap are: Catalonia, Piedmont and Belgium.
Time Frame
The roadmap implementation will start in July of 2015 until the end of 2016.
10.4 Initial contextual conditions
In order to evaluate the contextual conditions and the impact of the proposed activities a
set of indicators have been designed divided in the following categories:
1) Environmental conditions
Id Indicators Unit of Last Europe Belgium Spain Italy Data Sources Frequency of
measu Update dissemination
re
2012 133 132 130 126 INTERNATIONAL COUNCIL OF CLEAN Yearly
2013 127 124 124 121 TRANSPORTATION. European vehicle
1.1 CO2 emissions g/km
market statistics
2014
<http://eupocketbook.theicct.org>
2012 5.4 5.2 5.2 5.4 INTERNATIONAL COUNCIL OF CLEAN Yearly
Fuel l/100 2013 5.2 5.0 5.0 5.1 TRANSPORTATION. European vehicle
1.2
Consumption km market statistics
2014
Fuel
l/100 2013 6.4 6.1 6.5 6.3 TRANSPORTATION. European vehicle
1.3 consumption
km market statistics
urban 2014
Fuel
l/100 2013 4.5 4.3 4.3 4.4 TRANSPORTATION. European vehicle
1.4 conumption
km market statistics
extra-urban 2014
Noise (Pass- 2013 TRANSPORTATION. European vehicle
1.5 dB
by) market statistics
2014
Noise 2013 TRANSPORTATION. European vehicle
1.6 dB
(Standing) market statistics
2014
Share of 2012 14.3 7.4 14.3 15.4 EUROSTAT. Share of renewable energy Yearly
renewable 2013 15.0 7.9 15.4 16.7 in gross final energy consumption
1.7 energy in final % <http://appsso.eurostat.ec.europa.eu>
2014
energy
consumption
1.8 % 2012 14.3 7.4 14.3 15.4 Yearly

60
Share of 2013 15.0 7.9 15.4 16.7

EUROSTAT. Share of renewable energy
renewable 2014 in gross final energy consumption
energy in
<http://appsso.eurostat.ec.europa.eu>
electricity
Table 18 List of Environmental indicators
2) E-Mobility patterns
Id Indicators Unit of Last Europe Belgium Spain Italy Data Sources Frequency of
measure Update dissemination
Average energy 2013 IREC. European

consumption per global analysis
charge event on the electro-
2.1 kwh 8978 N.A. 2570 13292 Yearly
mobility
performance.
March 31, 2016
IREC. European
global analysis
Average (mean)
on the electro-
2.2 Charge times per min 2013 110 N.A. 63 134 Yearly
mobility
charge event
performance.
March 31, 2016
IREC. European
Average (mean) global analysis
plug-in time per on the electro-
2.3 min 2013 178 N.A. 138 237 Yearly
registered mobility
charge event performance.
March 31, 2016
Effectiveness of
IREC. European
the installed
global analysis
charging
on the electro-
2.4 infrastructure % 2013 62 N.A. 46 57 Yearly
mobility
(Plug-In
performance.
Time/Charging
March 31, 2016
Time)
Average monthly
percentage of
utilization: total IREC. European
monthly amount global analysis
of time an EV is on the electro-
2.5 % 2013 4,5 N.A. 3,9 4,58 Yearly
connected to mobility
the CP divided performance.
by the total March 31, 2016
available time
per month
Table 19 List of e-Mobility patterns indicators

61
3) EV market acceptance
Id Indicators Unit of Last Europe Belgium Spain Italy Data Sources Frequency
measure Update of
disseminati
on
2012 12.008.247 486.736 699.589 1.396.079 INTERNATIONAL
2013 11.825.400 486.065 722.703 1.286.716 COUNCIL OF CLEAN
TRANSPORTATION.
European vehicle
market statistics
<http://eupocketbook.
Passenger theicct.org>
Cars NEW REGISTRATION IN
3.1 Units Yearly
Registratio EUROPE. European
n 2014 12.541.543 482.939 855.308 1.359.616 Automobile
Manufacturers
Association.
<http://www.acea.be/
statistics/tag/category/
by-country-
registrations>
2012 34.582 1.134 931 2.143 INTERNATIONAL
2013 83.931 1.885 1.770 3.288 COUNCIL OF CLEAN
TRANSPORTATION.
European vehicle
market statistics
theicct.org>
NEW PASSENGER CAR
EV on the REGISTRATIONS BY
3.2 Units Yearly
road MARKET EUROPEAN
2014 159.262 3.917 3.175 4.761 UNION. European
Automobile
Manufacturers
Association.
by-country-
registrations>
2012 19.712 826 484 601 INTERNATIONAL
2013 49.349 751 839 1.145 COUNCIL OF CLEAN
TRANSPORTATION.
European vehicle
market statistics
theicct.org>
NEW PASSENGER CAR
EV
REGISTRATIONS BY
3.3 Registratio Units Yearly
MARKET EUROPEAN
ns 2014 75.331 2.032 1.405 1.473 UNION. European
Automobile
Manufacturers
Association.
by-country-
registrations>
EV sales 20.569.05 11.439.82 13.059.71
3.4 Euros 2012 503.858.580 Own elaboration Yearly
(Average 8 8 8

62
EV price 1.261.405.6 18.701.51 19.830.59 24.880.89

2013
estimated 20 3 6 9
by
EURECAT
(25,561 )
per 1.925.535.6 50.600.86 33.208.58 32.008.29
2014
number of 91 4 0 0
EV
)registratio
ns
2012 0,16 0,17 0,07 0,04 INTERNATIONAL
2013 0,42 0,15 0,12 0,09 COUNCIL OF CLEAN
2014 TRANSPORTATION.
European vehicle
market statistics
EV Market
share (EV
theicct.org>
new
NEW PASSENGER CAR
registration
REGISTRATIONS BY
3.5 s / % Yearly
MARKET EUROPEAN
Passenger 0,60 0,42 0,16 0,11 UNION. European
cars
Automobile
registration
Manufacturers
)
Association.
by-country-
registrations>
EV Market % 2013
1,4 0,7 0,9 0,5
uptake
(Increase 2014
in the
number of
3.6 Own elaboration Yearly
EV on the
road from 0,9 1,1 0,8 0,4
the
previous
year)
Charging 2012 N.A. N.A. N.A. N.A.
Stations 2013 N.A. N.A. N.A. N.A.
Stock (Non
2014 CHARGEMAP. Statistics
residential
3.7 Units <http://chargemap.co Monthly
Charging
18.591 539 469 668 m/stats>
points
installed
base )
Slow 2012 N.A. N.A. N..A. N.A.
charging 2013 N.A. N.A. N.A. N.A.
Stations
2014
Stock (Non CHARGEMAP. Statistics
3.8 residential Units <http://chargemap.co Monthly
Slow 17.329 512 438 593 m/stats>
Charging
Points 3-22
kw)
Fast 2012 N.A. N.A. N.A. N.A.
Charging 2013 N.A. N.A. N.A. N.A.
Stations CHARGEMAP. Statistics
2014
3.9 Stock (Fast Units <http://chargemap.co Monthly
Charging 1.262 27 31 75 m/stats>
Points 23-
120 kw)

63
Table 20 List of users market acceptance indicators
4) End-User driving patterns
Note: lack of information at regional level
Id Indicators Unit of Last Europe Data Sources Frequency of

measure Update dissemination
IREC. European global analysis on

Average trip distance done
1 km 2013 5,74 the electro-mobility Yearly
by EV
performance. March 31, 2016
2 Average daily distance km 2013 36,32 the electro-mobility Yearly
Average daily consumption
3 kwh 2013 1,11 the electro-mobility Yearly
[kWh]
4 Trip consumption per km kwh 2013 0,19 the electro-mobility Yearly
5 Total energy charged [kWh] Kwh the electro-mobility Yearly
Average energy charged
6 Kwh the electro-mobility Yearly
per event [kWh]
Average trip distance per
8
EV usage
8.1 Business use km 2013 8,08 the electro-mobility Yearly
8.2 Captive fleet km 2013 3,04 the electro-mobility Yearly
8.3 Private use km 2013 7,4 the electro-mobility Yearly
8.4 Renting km 2013 14,92 the electro-mobility Yearly
Average driven distance
9
per usage
9.1 Business use km 2013 28,36 the electro-mobility Yearly
9.2 Captive fleet km 2013 34,32 the electro-mobility Yearly
9.3 Private use km 2013 33,71 the electro-mobility Yearly
9.4 Renting km 2013 66,58 the electro-mobility Yearly
Table 21 List of user driving patterns indicators

64
10.5 Final Roadmap General Scheme
The following table is a summary of all the activities proposed in the roadmap.
GEOGRAPHIC ESTIMATED
TRACKS ID ACTIONS PRIORITY
SCOPE BUDGET
Creating the European Electric Vehicle Network (EEVN) that
provides to public representatives, industry and end-users a
Action 1.1 central contact point for obtaining information and advice
services on e-Mobility
Developing an implementation strategy for ensuring the

Activity 1.1.1 European 560.000 Near Term
sustainability of the EEVN
Engaging new members that will support the network and deliver
1 Creating Activity 1.1.2
advice services to other organizations from the EV ecosystem
Appropiate
Governance
Structures and Activity 1.1.3 Launching the EEVN and starting-up with first-line advice services
strategy for
Supporting the Programme for supporting regions for developing e-Mobility Plans
Action 1.2
Deployment of the and the establishment of regional targets
Charging
Developing a public platform with the aim to facilitate the Piedmont
Infrastructure Activity 1.2.1 5.360.000 Near Term
deployment of regional mobility plans (Italy)
Promoting Collaborative Procurement Programmes between

Activity 1.2.2
different municipalities
Action 1.3 Introduction of new taxation schemes

Catalonia
440.000 Mid Term
Public procurement process for the development of the Road (Spain)
Activity 1.3.2
Usage Charge System
Design and implement a Road Use Charge Programme in which

Activity 1.3.3 the government could offer additional incentives for electric
vehicle
Developing new systems for collecting information and analysing
Action 1.4
of charging behaviour: the role of big data.
Analysis of existing methodologies, case studies and best

Activity 1.4.1
practices for using Big Data in policy making.
Belgium 1.570.000 Near Term
Activity 1.4.2 Establishing data collection, storage, and processing procedures.
Launch a public tender for the design and implementation of a

Activity 1.4.3
pilot on Big Data analysis of charging infrastructure.
Action 2.1 Development of public accessible charging infrastructure
Establishing a national model for charging infrastructure public

Activity 2.1.1
procurement
Accelerate administrative procedures for giving licenses to EVSE Catalonia
Activity 2.1.2 2.260.000 Mid Term
operators (Spain)
2 Accelerating the Activity 2.1.3 Concession for the Development of Electric-Highways

Deployment of the
Charging Providing direct subsidies to EVSE operators for facilitating the
Activity 2.1.4
Infrastructure deployment of the charging infrastructure
Action 2.2 Development of private accessible Charging Infrastructure
Launching an Initiative for the Development of the Charging Piedmont

Activity 2.2.1 635.000 Near Term
Infrastructure at the Workplace (Italy)
Developing a Toolkit (web-based tool) in order to support
Activity 2.2.2 communities and administrators to the installation of charging
points

66
Adapting building codes to require all construction to be EV-

Activity 2.2.3
Ready
Providing direct subsidies for the purchase and placement of
Activity 2.2.4
charging points
Creating an Open Dynamic registry of public accessible charging
Action 3.1
points
Reviewing and redefining the administrative procedures for
Activity 3.1.1
registering charging points.
Creating a European public Registry of Charging Stations
3 Implemeting Activity 3.1.2
irrespective of equipment manufacturer or charging network.
Measures to
Standardize the information provided per charging point: type of European 660.000 Near Term
Overcome the Activity 3.1.3
Range Anxiety connection, EVSP, payment options and availability
Define the procedures and mechanisms in order to integrate
Activity 3.1.4 private companies and users willing to share their home charging
points
Integrating charging stations with mapping systems
Activity 3.1.5
Developing a TOOLKIT for supporting new business models around
Action 4.1
the charging infrastructure
Developing a web-based tool for mapping and evaluating
Activity 4.1.1
business opportunities on EVSE.
Developing new national and European financial schemes for
4 Facilitating the Activity 4.1.2 supporting the creation of new companies and innovative
Deployment of New business models around the charging infrastructure.
European 3.590.000 Near Term
Business Models for Developing a communication plan in order to disseminate
the Exploitation of information among private investors and venture capital firms
the Charging Activity 4.1.3 about electro mobility, public plans for the deployment of the
Infrastructure charging infrastructure and the market potential of this
technology.
European Prize for the most innovative business model for the
Activity 4.1.4
charging infrastructure.
Developing Business Models for increasing the usage of the Catalonia
Action 4.2 720.000 Near Term
charging infrastructure (Spain)

67
Establishing Openness requirements to EVSE operators

Activity 4.2.1
Developing a public programme for the promotion of electric
Activity 4.2.2
fleets
Promoting measures to stimulate e-Car sharing initiatives
Activity 4.2.3
Create an unified billing system for all public accessible charging
Action 4.3
infrastructures (Slow&fast) in pilot regions
Mapping European e-roaming initiatives and billing system
Activity 4.3.1
European 750.000 Mid Term
Extending the Green eMotion marketplace pilot to other regions
Activity 4.3.2 and partners
Action 5.1 Developing tailored workforce training programs/courses
The development of an Electric Vehicle Infrastructure Training

Activity 5.1.1 Program (EVITP) and European Certification for electricians Belgium 480.000 Mid Term
installing Electric Vehicle Supply Equipment (EVSE).
The development and promotion of a European Open Massive
Activity 5.1.3 Online Programme (MOOC) addressed to public Mobility
Managers
5 Lerning new
electromobility Action 5.2 Enhance participation of University Teams to Formula Electric
concepts
Promoting and organizing demonstration events for university and
Activity 5.2.1
high school students (Formula Electric Italy) Piedmont
585.000 Mid Term
Making value of the results in the demonstration competitive (Italy)
Activity 5.2.2
events
Activity 5.2.3 Dissemination of the results of the Formula Electric events

68
Activity 5.2.4 Increasing the participation of university teams
Developing en Educative platform with everything necessary to

Action 5.3 run a successful educative project on electric vehicle technology
at both primary and secondary schools
Engaging editorials, primary school teachers, educators and
Activity 5.3.1 representatives from the EV industry with the educative platform
project. Catalonia
NearTerm
Developing a Learning Management Platform, a software (Spain) 270.000
Activity 5.3.2 application that manages educational systems containing digital
content
Developing the digital content for teachers about the basic
Activity 5.3.3
concepts on e-mobility
Action 6.1 Promotion of Green tourism
Selection of areas with cultural, historical or ecological interest

Activity 6.1.2
and elaborate a plan for the introduction of the EV.
Developing a plan for the deployment of solar charging stations Piedmont
Activity 6.1.3 335.000 Near Term
in the selected areas (Italy)
Developing a financial programme in order to support regional
Activity 6.1.4 governments to promote the introduction of EV in those selected
6 Raising areas.
Awareness of E- Introduction of the Advanced Air Quality Monitoring Systems
Mobility Action 6.2
Activity 6.2.1 Benchmarking on devices and sensors for measuring air pollution.
Developing an app for collecting real time information about
Activity 6.2.2 Belgium 450.000 Mid Term
contamination levels.
Developing a platform for disseminating all the information and
Activity 6.2.3
Integration with map systems.
Engaging new contributors by subsidizing partly the costs of the
Activity 6.2.4
sensors
Table 22 Final Roadmap summary table

69
10.6 Final Roadmap
Track 1 Creating Appropriate Governance Structures and Strategies for Supporting the Deployment
of the Charging Infrastructure
Action 1.1 Creating the European Electric Vehicle Network (EEVN) that provides to public
representatives, industry and end-users a central contact point for obtaining information and
advice services on e-Mobility
Description
The Electric Vehicle Network will be a collaborative European network organised at regional level
and will consist of consortia of host organisations established in all regions of the European Union.
The EEVN will bring together e-Mobility support organisations from the European Union and will
support public and private organizations and will carry out the following activities:
Collaborate with other European and global organizations to promote e-Mobility.

Creation of regional and local Information Centres.
Providing a first line advice services about e-Mobility to public representatives and private
organizations.
Exchange of best practices on e-Mobility.
Creating an open database of European organizations and experts on e-Mobility.
Representing common interests before European administrations.
Barriers to overcome
Complex and confusing authorization processes for the installation of charging infrastructure
that often involve many disconnected parties that do not have the power to make a
decision.
The high level of complexity of the EV ecosystem with many organizations following different
objectives and strategies.
Poor dialogue between organizations devoted to promote the deployment of the charging
infrastructure.
Objectives
Increasing the dialogue between different initiatives, platforms, associations and

organizations aimed to promote the deployment of the Charging Infrastructure.
Becoming the European Central Contact Point for obtaining information on e-Mobility.
Offering first aid advice on e-mobility to public and private sector.
Description of Work
Activity 1.1.1 Developing an implementation strategy for ensuring the sustainability of the EEVN. This
strategy will include:
A definition of the strategy of the network.

Finding and establishing partnerships with EV stakeholders for operating the network.
A development of the work plan for the two first years of operation.
An economic sustainability plan.
Activity 1.1.2 Engaging new members that will support the network and deliver advice services to
other organizations from the EV ecosystem.
Activity 1.1.3 Launching the EEVN and starting-up with first-line advice services.
List of stakeholders interested in developing the action plan
Public Territorial Administrations

European Commission
Municipalities
Transport and communication Entities
EV Associations, platforms and other networks
Priority
Near term priority (0-1year)
Geographical Scope
European level (EU-28)
Outputs Indicators
Id Indicators Unit of Targets Data Sources Frequency of

measure dissemination
1 Num. of network members Units 20 Direct information

from the network Monthly
Num. of organizations receiving Direct information
2 Units 50 from the network Monthly
individual advisory support
Num. regional/local events Direct information
3 Units 5 Yearly
organized from the network
Average of participants per Direct information
4 Units 20 Yearly
event from the network
Number of online enquiries on e- Direct information
5 Units 100 Monthly
Mobility from the network
Direct information
6 Number of answered enquiries Units 100 Monthly
from the network
Outcomes

1 Number of Partnership Units 100 Direct information Yearly
Agreements (PA) signed with from the network
other networks or EV
associations
Increased recognition of % 30 Surveys and Yearly
2 network brand and culture interviews to network
members
Client satisfaction rate % 80 Surveys and Yearly
3 interviews to our
costumers

71
Estimated budget of the proposed actions
Main assumptions:
Number of services done in the first two years: 100
Average person/month cost: 5.000
Average cost per service: 1.000
EEVN staff: 5 people
Human Resources Subcontracti

Average ng advice
Id Activities Duration Person services to Total
cost per
Months Total network
person/mo
Required members
nth
Activity 1.1.1
Developing a
implementing a
1 strategy for ensuring 6 4 5.000 20.000 N.A. 20.000
the sustainability of the
EEVN. This strategy will
include
Activity 1.1.2 Engaging
network members that
will support the network
2 and deliver advice 6 8 5.000 40.000 N.A. 40.000
services to other
organizations on e-
Mobility.
Activity 1.1.3 Launching
the EEVN and starting-
3 12 90 5.000 50.000 500.000
up with first-line advice 450.000
services.
Total Budget 560.000
Action 1.2 Programme for supporting regions for developing e-Mobility Plans and the establishment
of regional targets
Description
Initiatives to promote the electrification of transport are often focused on individual cities. However,
municipal boundaries can create artificial limits that do not reflect the real movement of freight
and transport. Successful integration of EVs into regional transport and energy systems cannot be
achieved by isolated municipal plans, but instead requires cooperation between all relevant
stakeholders in the cities and communities within a region.
This activity aims to increase the collaboration between different municipalities and regional
government for the deployment of the charging infrastructure. A good example of that is the Live
Platform (livebarcelona.cat) that started as a municipal initiative to promote EV in Barcelona and it
is currently a link between different public plans at regional level.

72
Undefined strategy for CI deployment. Lack of a National Strategic Plan that defines the
optimal location for each charging point based on industrial or touristic demand. Currently,
each municipality decides freely where to install charging points according to their needs.
Lack of coordination for the CI deployment between municipalities.
Objectives
Increasing the collaboration between different municipalities.

Involving regional governments with the development of the national policy frameworks
required by the directive 2014/94/UE .
Supporting the coordination and definition between plans and policies of different
administrations.
Representing common interests before other State and European administrations.
Description of Work
Activity 1.2.1 Developing a public platform with the aim to facilitate the deployment of regional
mobility plans and set regional objectives for the deployment the charging infrastructure. This
platform will particularly support regional governments (transport and mobility authorities) on the
following issues:
Compiling national mobility plans from all European regions.

Facilitating national and regional e-Mobility policy makers from other regions.
Giving technical support on roaming issues especially in cross-border regions.
Mapping of best practices on public policies for the deployment of the charging
infrastructure.
Activity 1.2.2 Promoting Collaborative Procurement Programmes between municipalities with major
EVSE market share with other communities with low penetration rates following these objectives:
Municipalities with poor experience in EVSE procurement processes could learn from other
experienced partners.
Attract major investors.
Costs optimization for economies of scale.
Parties with major experience could lead the process.
In order to impulse these collaborative programmes they will be partially funded by the national
government and the European Commission.

Municipal Authorities
Associations
Priority
Near-Term priority (0-1 year)
Geographical Scope

73
Regional. Pilot will be implemented in Piedmont (Italy).
Outputs Indicators

Definition
Direct information Yearly
Constructi
Platform construction and provided by
1 Euros on costs:
operating costs platform
240.000
coordinators
Direct information
Num. of public entities provided by
2 Units 50
supporting the platform platform
coordinators
Total budget of the Joint provided by
3 Euros 5M
Procurement Programme contracting
authorities
Num. of tendering contracts provided by
4 Units 10
signed contracting
authorities
Num. of charging points provided by
5 Units 100
installed contracting
authorities
Outcomes

1 Direct
information
Increase of CS stock in the
% 20 provided by Yearly
participant region
transport
authorities
Direct
Increase of CS utilization information
Yearly
2 rates in the participant % 20 provided by

region transport
authorities
Direct
information
Increase of EV stock in the Yearly
& 40 provided by
participant region
transport
authorities
Main assumptions:

74

Public funds for collaborative tendering processes: 5 M
Id Activity Duration Human Resources Funds for Total

Person Average cost Total Collaborative
Months per Procurement
Required person/month
1
Activity 1.2.1
Developing a
public
platform with
the aim to 12 48 5.000 240.000 N.A. 240.000
facilitate the
deployment
of regional
mobility plans
2 Activity 1.2.2
Promoting
Collaborative
Procurement 12 24 5.000 120.000 5.000.000 5.120.000
Programmes
between
municipalities
Total Budget 5.360.000
Action 1.3 Introduction of new taxation schemes
Description
Finding a balance between the desire to encourage innovation and the need to maintain the
transportation system is extremely complex. New taxes will make EVs more expensive and slow
vehicle adoption. On the contrary, if government dont find new methods to finance the
deployment of the charging infrastructure its deployment will be unsustainable.
For these reason, EV experts expressed during EV-CONNECT workshops the need of finding new
innovative finance mechanisms that could help government to raise funds without damaging the
image of EVs.
For instance, the Oregon Department of Transportation implemented a new road usage program
called OReGO (www.myorego.org)in which volunteers will pay for the miles they drive, creating a
fair and sustainable way to fund road maintenance, preservation of the road.
Similar programs implemented in EU raised concerns about the potential invasion of privacy,
particularly about GPS-based mileage reporting services.
High costs of start-up and operations for public administration.
People from rural areas do not have alternatives to private transport what makes the road
usage program unfair for rural rivers.
Difficult to implement for non-resident drivers.

75
Objectives
Determine how well public will accept the per-mile charging program.
Demonstrate and measure the technical and operational viability of the proposed Road
Usage Charge System.
Gain a preliminary understanding of the operational aspects of the per-mile charging
programme.
Gain a preliminary understanding of the costs of implementing a per-mile charging
program
Description of Work
Activity 1.3.1 Public procurement process for the development of the Road Usage Charge System:
Development of the on-board Kilometre Collection System

Transaction processing System
Accounting System
Activity 1.3.2 Designing and implementing a Road Use Charge Programme in which the
government could offer additional incentives for electric vehicle drivers if they agree to participate
in the program and demonstrate the effectiveness of new finance mechanisms.

Associations
Priority
Mid-Term priority (1-2 years)
Geographical Scope
Catalonia Region (Spain)
Outputs Indicators

1 Num. of expression of interest

Regional transport
received for participating in Units 1.000 Monthly
authorities
the pilot
2 Num. of volunteers Regional transport
Units 500
participating in the pilot authorities Monthly
Regional transport
Num. of kilometers reported by
3 Units 500.000 authorities Monthly
all participants
750.000 Regional transport
4 Taxation revenues Euros (not authorities Monthly
charged

76
during the
pilot)
Outcomes
Id Indicators Unit of Targets Data Frequency of

measure (yearly) Sources dissemination
Regional
750.000
1 Taxation Revenues generation Euros transport Yearly
(Yearly)
authorities
Regional
Total num. of participants Units 1.000 transport Yearly
authorities
Regional
Participants acceptance of
2 % 80 transport Yearly
usage charging systems
authorities
Regional
5 Operating costs Euros 300.000 transport Yearly
authorities
Main assumptions:
Development of the Road Usage System: 300.000
Num. of volunteers: 500
Incentives per volunteer: 200 /year
Id Tasks Duration Human Resources Equipment Incentives Total

Person Average cost Total
Months per
1 Activity
1.3.1Identifying
policies that
balance the
desire to
encourage 6 12 5.000 60.000 N.A. N.A. 60.000
innovation and
the need to
maintain the
transportation
system
2 Activity 1.3.2
Procurement
process for the
development 12 24 5.000 120.000 100.000 N.A. 220.000
of the Road
Usage Charge
System

77
Activity 1.3.3
Design and
implement a
12 24 5.000 120.000 N.A. 100.000 220.000
Road Use
Charge
Programme
500.000
Action 1.4 Developing new systems for collecting information and analysing of charging behaviour:
the role of big data.
Description
New technologies such as sensors networks, Intelligent Transport Systems and Big Data introduces to
policy makers and other EV stakeholders new tools for collecting information about EV
performance, driving patterns and charging behaviour.
For instance, the University of Michigan have used big data mining techniques to evaluate the
impact of adopting plug-in electric vehicles (PEVs) in the Beijing taxi fleet. Although the results were
based on a specific public fleet, the study demonstrates the benefit of using big data to better
understand environmental implications of fleet electrification and inform better decision making.
The aim of this activity is to explore new methodologies, especially big data techniques, to collect
information on charging behaviour and use this information to improve the deployment of the
charging infrastructure in the territory.
Driving and charging patterns have not been well studied and analysed.
Traditional approaches for refuelling demand estimation (e.g. traffic flow and vehicle
ownership density) do not necessarily represent public charging demand.
Objectives
To help policy makers to regulate and promote the use of EV with objective data.
To understand the deployment of EV: user's behaviour, charging/driving patterns,
differentiation by type of use.
To monitor the impact of measures to accelerate the deployment of the charging
infrastructure.
Description of Work
Activity 1.4.1 Analysis of existing methodologies, case studies and best practices for using Big Data
in policy making.
Activity 1.4.2 Establishing data collection, storage, and processing procedures.
Activity 1.4.3 Launching a public tender for the design and implementation of a pilot on Big Data
analysis of charging infrastructure.


78
Research organizations and universities
Priority
Mid term priority (1-2 years)
Geographical Scope
At national level: Belgium
Outputs Indicators

measure (yearly) dissemination
1 Direct
Num. of charging stations
Units 500 Information from Yearly
monitored
pilot coordinators
2 Direct Yearly
Num. of charging sessions Units 720.000 Information from
pilot coordinators
Direct Yearly
3 Num. EV registered Units 3.000 Information from
pilot coordinators
Direct Yearly
4 Num. of billing transactions Units 720.000 Information from
pilot coordinators
Direct Yearly
5 Total amount billed Euros 1 M Information from
pilot coordinators
Outcomes

measure (Yearly) dissemination
Definition
1 Num. of databases with Units 10 Web research Yearly

statistical information on e-
Mobility (based on big data
analysis methodologies)
2 Num. of publications analyzing Units 100 Web research Yearly
statistical information on
charging patterns (based on
big data analysis
methodologies)
3 Average Num. of users Units 1.000 Direct information Yearly
registered at EV databases from database
(based on big data analysis administrators
methodologies)
Main assumptions:

79
Equipment investment: 1M
Id Activity Duration Human Resources Equipment Total

Months per
1 Activity 1.3.1 Analysis of

existing methodologies,
case studies and best 6 6 5.000 30.000 N.A. 30.000
practices for using Big
Data in policy making.
2 Activity 1.3.2 Establishing

data collection, storage,
12 48 5.000 240.000 N.A. 240.000
and processing
procedures.
3 Activity 1.3.3 Launch a
public tender for the
design and
implementation of a pilot 12 60 5.000 300.000 1.000.000 1.300.000
on Big Data analysis of
charging infrastructure.
1.570.000

80
Track 2 Accelerating the Deployment of the Charging Infrastructure
Action 2.1 Development of public accessible charging infrastructure
Description
The aim of this activity is to support the deployment of the public accessible charging
infrastructure. These types of locations are normally owned by public authorities, mainly
municipalities, and include roads, pavements, kerbs, etc. However, the deployment of charging
infrastructure in public areas could be executed by private entities through concessions, license
or building permits.
Lack of public/private CI. In 2012, about 9,000 and 12,000 charging stations were installed in
Europe and North America, respectively. However, customers opine that there is still a lack
of charging infrastructure.
Concentration of the current charging infrastructure in urban areas.
Undefined business model for CI.
Lack of Fast CI (DC) network. National and Transnational.
Current mobility studies have a regional and urban focus. However, a national and
transnational focus is needed for facing real market demand.
Objectives
Optimize administrative procedures for placement of public charging points.

Develop a clear policy and guidelines for the deployment of the charging infrastructure.
Increase the collaboration between private and public parties.
Install de charging points according to real market demands.
Description of Work
Activity 2,1.1 Establishing a national model for charging infrastructure public procurement
including:
o Technical requirements of the charging points
o Guides on location and security issues
o Terms and conditions of ownership, maintenance, etc.
Activity 2.1.2 Accelerating the administrative procedures for giving licenses to EVSE operators.
o Promoting the creation of a central licensing office.
o Develop a web-based platform for online application process.
o Increasing the collaboration between different governmental departments
o Establishing a maximum response time.
Activity 2.1.3 Concession for the Development of Electric-Highways. Public funding for the
installation at private off-ramp vendors including restaurants and hotels at no cost to the business.
Then, concession to a private contractor who will operate the charging stations and pays for the
electricity.
Activity 2.1.4 Providing direct subsidies to EVSE operators for facilitating the deployment of the
charging infrastructure. A scheme in which the government contributes per kWh delivered is
strongly recommended as a measure of increasing the utilization rates of the charging points.

81

EVSE operators
EVSP
OEMs
Priority
Mid Term priority (1-2 year)
Geographical Scope
Catalonia Region (Spain)
Outputs Indicators

measure (annual) dissemination
1 Direct information
Num. of slow charging points
Units 100 from the public Monthly
installed
authorities
Num. of fast charging points
Units 50 from the public Monthly
installed
authorities
Annually
Num. of calls for tender Units from the public
50
authorities
Direct information
Total public expenditure on CI
5 Euros 364.000 from the public Annualy
deployment
authorities
Direct information
Subsidies to EVSE operators per
6 Euros 84.000 from the public Annually
kWh delivered
authorities
Direct information
7 Procurement costs per tender Euros 5.000 from the public Annually
authorities
Outcomes

Reduction of procurement
% 50 from the public Annually
processing time
authorities
Direct information
Reduction of procurement
% 50 from the public Annually
processing costs
authorities

82
2 CP location maps, EV
Increase of the public
% 10 associations, Annually
expenditure on CI deployment
statistical agencies
Increase the stock of slow public
% associations,
accessible Charging Stations 10 Monthly
CP location maps, EV
Increase the stock of fast public
4 % 5 associations, Monthly
accessible charging stations
Main assumptions:
Fast charging station installation costs: 30.000
Slow charging station installation costs: 3.000
Number of Fast charging stations installed: 50
Number of Slow Charging Stations installed: 100
Public contribution per kwh: 20%
Human Resources
Duration Person Average cost Procurement

Total
(months) Months per Total expenditure
Id Tasks
Task 2.1.1
Establishing a
national model for
1 charging 6 12 5.000 60.000 50.000 110.000
infrastructure public
procurement
including:
Task 2.1.2
Accelerate
administrative
2 12 24 5.000 120.000 50.000 170.000
procedures for
giving licenses to
EVSE operators.
Task 2.1.3
Concession for the
3 12 12 5.000 60.000 1.500.000 1.560.000
Development of
Electric-Highways
Task 2.1.4 Providing
4 direct subsidies to 12 24 5.000 120.000 300.000 420.000
EVSE operators
Total budget
2.260.000

83
Activity 2.2 Development of private accessible Charging Infrastructure
Description
The aim of this activity is to support the deployment of the private accessible charging
infrastructure. This infrastructure is essential for recharging the car during the night and taking
benefit from a reduced price in electric power. The recharging points can be installed at home,
in the office or in private park areas.
High complex process and high costs for installation in MUDs (common areas).
Difficult negotiations between building management and residents about approval of

installations. Parties may be uncertain about who should assume responsibility for electrical
upgrades and maintenance of the equipment.
Unclear national regulation. E.g. in Spain a new complementary technical instruction of the
Low Voltage Technical Regulation, known as ITC BT-52, on the electrical installations
needed to recharge electric vehicles has been locked for a large number of allegations
from different stakeholders. In the meantime, some regions like Catalonia have adopted a
regulation which permits the implementation of several scenarios for EV Infrastructure
installations under the criteria of the latest known version of the ITC BT52 draft (April 2012).
Physical limitations: electric capacity, distance from power supply, lack of internet
connection in park areas.
Subsidies only available to driver.
Unclear Business Model: the end-user or the condominium could contract energy supply
directly to a utility or could contract an authorised EV Load Manager.
Objectives
Standardize permits and optimize procedures for private charging points installation.
Providing clear information for purchase and installation of charging points.
Providing direct financial support to private parties for the installation of charging points.
Description of Work
Activity 2.2.1Launching an Initiative for the Development of the Charging Infrastructure at the
Workplace. The aim of this activity is to promote the installation of the charging points at the
workplace by disseminating the main benefits for the employers, procedures for installations and
fiscal incentives available.
Activity 2.2.2 Developing a Toolkit (web-based tool) in order to support communities and
administrators to the installation of charging points. Main objectives of the toolkit:
Providing guidance on the issues you need to consider when planning to install a charging
point.
Exchange of best practices and increase collaboration between different communities.
A list of local EVSE providers.
Giving information about fiscal incentives and subsidies for the installation.

84
Activity 2.2.3 Adapting building codes to require all construction to be EV- Ready. This means to
require that all newly constructed houses and parking slots should have sufficient electrical
capacity to accommodate charging stations for, at least, 5% of those spaces.
Activity 2.2.4 Providing direct subsidies for the purchase and placement of charging points
covering the equipment, installation costs, the instalment of the required cables, personnel and
subscription fees to central communication module.
EVSE providers.
End users.
Priority
Geographical Scope
Pilot region
Outputs Indicators

Direct information
Num. of companies
Units 100 from the platform Monthly
participating in the DCIW
coordinators
Direct information
Num. of workshops organized
Units 10 from the platform Monthly
by the DCIW
coordinators
Num. of charging points Direct information
Units 50 Monthly
installed at the workplace from the companies
Num. of users registered in the
Units 1000 from Toolkit Monthly
Toolkit
developers
2 Num. of charging points Direct informaiton
Units 50 Annually
installed in MUDs from municipalities
3 Num. of charging points
Units 50
installed in new buildings
5 Total subsidies paid
6 Num. of beneficiaries Units 50
Outcomes

Increase of the public
% 10 associations, Annually
expenditure on CI deployment

85
2 Increase the stock of private Direct information

Charging Points at communities % from municipalities
10 Annually
(MUDs)
Increase of the stock of Direct information
3 Charging Points at the % 10 from municipalities
workplace
Main assumptions:
Slow charging station installation costs: 3.000
Number of Charging Points installed: 50
Intensity of the subsidies: 50%
Human Resources
Duration Person Average cost Subsidies Total

(months) Months per Total
Id Tasks
Activity 2.2.1Launching
an Initiative for the
Development of the
1 12 48 5.000 240.000 0 240.000
Charging Infrastructure at
the Workplace (DCIW)
Activity 2.2.2 Developing

a Toolkit (web-based
tool) in order to support
2 communities and 12 48 5.000 240.000 0 240.000
administrators to the
installation of charging
points
Activity 2.2.3 Adapting

building codes to require
3 4 4 5.000 20.000 0 20.000
all construction to be EV-
Ready.
Activity 2.2.4 Providing
direct subsidies for the
4 purchase and 12 12 5.000 60.000 75.000 135.000
placement of charging
points
Total budget 635.000

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Track 3 Implementing measures to overcome the range anxiety
Action 3.1 Creating an Open Dynamic registry of public accessible charging points
Description
The aim of this action is to create an open, public and free registry of public accessible charging
points in Europe. The lack of reliability of the different charging maps and databases has been
identified b EV-CONNECT experts as one of the main causes of the range anxiety.
The majority of the charging point station map websites reviewed do not contain all of the
information that would be useful from EV user perspective: charger type, charger power,
cost of charger, public or private, status and number of charging points. The current
database are local and do not provide information at European Level.
There are a lot of many charging maps, but none include all CI.
Poor visibility of charging infrastructure. There is a need of standardisation of the EV signage
and include EV in traffic code.
There is a considerable variation in the amount of information available and presented on
each charge point (station) map website.
Objectives
Reduce the range anxiety caused by the lack of reliability of the charging station data.
Offering comprehensive information on the location, accessibility, and availability of
charging stations to particulars and private companies.
Obtaining real-time data on the status and availability of charging points.
Promoting business models that exploit the information about the location of charging
points.
Description of Work
Activity 3.1.1 Reviewing and redefining the administrative procedures for registering charging
points.
Activity 3.1.2 Creating a European public Registry of Charging Stations irrespective of equipment
manufacturer or charging network.
Activity 3.1.3 Standardizing the information provided per charging point: type of connection, EVSP,
payment options and availability.
Activity 3.1.4 Defining the procedures and mechanisms in order to integrate private companies
and users willing to share their home charging points.
Activity 3.1.5 Integrating charging stations with mapping systems.
EVSE providers
End users

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Priority
Geographical Scope
European level (EU-28)
Outputs Indicators

Direct information
Num. of charging points
1 units 23.000 from register Annually
registered
coordinators
Direct information
2 Num. of users of the database units 160.000 from register Annually
coordinators
Direct information
3 Regions included Units EU-28 from register Annually
coordinators
Outcomes

Increase of the number of Direct information

1 public accessible charging % 10 from register Annually
stations on private domain coordinators
Reduction of the number of Direct information
complains for wrong information from register
2 % 10 Annually
provided about charging coordinators
location and status
Increase of the Average Direct information
3 monthly percentage of % from register
10 Annually
utilization coordinators
Increase the number of Direct information
interactive maps and location % 30 from register Annually
applications coordinators
Main assumptions:
Human Resources
Person Average cost

Duration Months per
Id Tasks (months) Required person/month Total Subsidies Total

88
Activity 3.1.1 Reviewing

and redefining the
administrative procedures 6 12 5.000 60.000 0 60.000
for registering charging
1 points
Activity 3.1.2 Creating a
European public Registry
of Charging Stations
24 96 5.000 480.000 0 480.000
irrespective of equipment
manufacturer or charging
2 network
Activity 3.1.3 Standardise
the information provided
per charging point: type
6 12 5.000 60.000 0 60.000
of connection, EVSP,
payment options and
3 availability
Activity 3.1.4 Define the
procedures and
mechanisms in order to
integrate private 6 12 5.000 60.000 0 60.000
companies and users
willing to share their home
4 charging points

89
Track 4 Facilitating the Deployment of New Business Models for the Exploitation of the Charging
Infrastructure
Action 4.1 Developing a TOOLKIT for supporting new business models around the charging
infrastructure
Description
The mass adoption of the EVs will change the rules of the game and end-users will change its
behaviour and mobility patterns. They will charge its vehicle more often than they use to fuel
ICEs when convenient.
Although the market potential is high presently charging station operators and owners avoid
high investments while they expect that market forecasts becomes a reality. For that reason
public intervention is needed in order to stimulate private investment and support EV early
adopters.
The aim of this activity is to detect and disseminate business opportunities for exploiting the
charging infrastructure as well as supporting the development of new business models on
electric vehicle infrastructure.
High costs of batteries: purchasing a battery is like buying a lifetime of fuel up front at a
cost that can be half that of the vehicle itself.
High costs of the EV: for the short term, EVs -not including their batteries- will be more
expensive than ICE-based vehicles. This is because EV-specific components are not
produced in large quantities yet.
Slow return on investment: for CI operators the low usage rates of the Charging
Infrastructure (12-24 vehicles per day for Fast Charging Stations) and the high up-front costs
(an average of 30.000) hampers the CI deployment.
Complex stakeholder ecosystem. Many interested parts converge to a new industry.
Objectives
To provide a strategic overview of the European electric vehicles charging infrastructure

market. This includes key technology trends, market drivers, restraints, and challenges.
To stimulate the creation of innovative business models for increasing the market uptake of
the EV.
To providing tools for the detection and analysis of new business opportunities on EVSE.
To promote public policies for facilitating business development.
To provide business case scenario: Analysis of different types of business models adopted
and business cases.
To provide the competitor profiles of active participants in the market with their available
product portfolio.
To highlight key market opportunities.
Description of Work
Activity 4.1.1 Developing a web-based tool for mapping and evaluating business opportunities on
EVSE. This tool will help entrepreneurs and companies to analyse the following issues:
The impact of e-mobility legislation on the business.

Business strategy.

90
Profitability and return on investment.
Activity 4.1.2 Developing new national and European financial schemes for supporting the
creation of new companies and innovative business models around the charging infrastructure.
Most of the existing programmes such as SME Instrument are focused on bringing to the market
new and disruptive technologies coming from research. The idea is to support entrepreneurs that
would like to bring to the market incremental innovations in order to optimize and improve the
current charging technologies.
An example could be some electricians who needs financial support for starting new companies
for the installation of wall boxes or charging points in private garages.
Activity 4.1.3 Developing a communication plan in order to disseminate information among private
investors and venture capital firms about electro mobility, public plans for the deployment of the
charging infrastructure and the market potential of this technology. The main objective is to attract
private investment to new companies and accelerate the development of new business models
around the charging infrastructure.
Activity 4.1.4 Creating an European Prize for the most innovative business model for the charging
infrastructure.
Venture capitalists
Consultants
Entrepreneurs
Public administrative
Priority
Near term priority (0-1 year)
Geographical Scope
European Level
Outputs Indicators

Direct information
Num. of business opportunities
1 Units 23.000 from Web-tool Monthly
detected
administrators
Direct information
Num. of entrepreneurs
2 Units 160.000 from Web-tool Monthly
registered in the web-tool
administrators
Direct information
Num. of companies funded by from financial
3 Euros 30 Monthly
the financial scheme programme
coordinators
Direct information
Total budged of the Financial from financial
4 Euros 3M Monthly
Programme programme
coordinators

91
Direct information
Average amount of subsidies
from financial
5 received per participant in the Euros 100.000 Yearly
programme
financial programme
coordinators
Private capital raised in the EV Data from national
6 Euros 5M Yearly
sector statistical agencies
Num. of participants to the Data from national
7 Euros 100 statistical agencies Yearly
European Award
Outcomes

Increase the number of Data from national

1 companies created in the EV % 10 statistical agencies Yearly
sector
Increase of private capital Data from national Yearly
2 % 10
investment in the EV sector statistical agencies
Num. of jobs created in the EV Data from national Yearly
3 Units 500
sector statistical agencies
Main assumptions:
30 new companies funded
100.000 Euros average subsidies
50.000 Euros prize
Human Resources
Duration Person Average cost

Id Tasks Subsidies Total
Activity 4.1.1 Developing a

web-based tool for mapping
12 48 5.000 240.000 0 240.000
and evaluating business
1 opportunities on EVSE.
Activity 4.1.2 Financial
scheme for supporting
innovative business models 12 24 5.000 120.000 3.000.000 3.120.000
around the charging
2 infrastructure.
Activity 4.1.3 Developing a
programme to facilitate the
access to private capital or 6 12 5.000 60.000 0 60.000
better interaction with key
3 stakeholders

92
Activity 4.1.4 European Prize

for the most innovative
12 24 5.000 120.000 50.000 170.000
business model for the
charging infrastructure
4
Total budget 3.590.000
Action 4.2 Developing Business Models for increasing the usage of the charging infrastructure
Description
One of the main challenges that face e-Mobility is the lack of information about EVs drivers
patterns and charging behaviour. Firstly, EV-CONNECT roadmap was focused on the
deployment of the charging infrastructure. However, after analysing the results provided by
Green Emotion project (Deliverable 10.7) we realized that the main problem is the poor use of
public charging infrastructure.
Bear this in mind, it has been demonstrated that focusing our efforts to the deployment of the
charging infrastructure not always get good results. For that reason, Green Emotion detected
that it is essential supporting the development of new business models that increases the usage
of the charging infrastructure such as open charging networks to different EVSP and promote
public and private EVs fleets.
Low utilization of public charging points.

Unclear business models around the charging infrastructure.
EVSE providers are reluctant to open their networks to costumers from other EVSP providers.
Low penetration of the EVs. According to EV connect estimations the market share of the
EV in Europe was about 0.6% in 2014.
Poor visibility of the charging infrastructure.
Objectives
Introduce openness requirements for the installation of the charging infrastructure.

Increase the usage of the charging infrastructure.
Introduce the EV in public and private fleets.
Increase the number of the e-car sharing companies.
Description of Work
Activity 4.2.1 Establishing Openness requirements to EVSE operators (minimum 50%) in the
authorization process for installing a charging station in areas with high levels of traffic. This measure
will help to increase the utilization rates of the charging infrastructure because one charging point
could managed by an EVSE could be sued by different EVSP. This should be implemented by
national authorities in collaboration with European Commission.
Activity 4.2.2 Developing a public programme for the promotion of electric fleets. The programme
will include the following measures:
Viability and potential studies and demonstrators in both public and private fleets.
TCO calculation toolkit for fleet managers.
Exchange of best practices with fleet administrators and operators.

93
Exemption from licensing taxes for vehicles with emissions under 120 g/km.
Activity 4.2.3 Promoting measures to stimulate e-Car sharing initiatives. These measures will include:
Access to public charging infrastructure at special rates.

Reserving public parking spots for e-car sharing projects.
Participate and subsidize e-car sharing initiatives.
Municipalities
Entrepreneurs
Private car-sharing companies
Public and private fleet managers
Public administrative
Priority
Geographical Scope
Implementation at regional level in Catalonia (Spain). However the activity 4.2.1 needs
support from the Spanish government.
Outputs Indicators

Direct information
Percentage of openness of the
1 % 50% from local authorities Yearly
EVSE to other EVSP
and EVSE operators
Direct information
from EV fleet
Users registered in the TCO
2 Units 1000 promotion Monthly
calculation kit
programme
coordinators
Direct information
from EV fleet
Num. of best practices
3 Units 10 promotion Yearly
exchange events
programme
coordinators
Direct information
Charging Stations dedicated to
4 % 30 from local authorities Yearly
public/private fleets
and EVSE operators
Direct information
Total amount of subsidies
5 Euros 300.000 from local authorities Yearly
granted to fleet managers
and EVSE operators

94
Outcomes

Direct information
Number of charging stations
1 Units 50 from local authorities Yearly
operated by different EVSP
and EVSE operators
Direct information
Increase the number of e-car from local authorities
2 % 10 Yearly
sharing companies and national
Direct information
Increase the number of
from local authorities
3 Charging Stations dedicated to % 20 Yearly
and national
EV fleets
Direct information
Increase the usage of Charging from local authorities
4 % 30 Yearly
Infrastructure and national
Main assumptions:
30 companies funded
Subsidy per company: 10.000
Human Resources
Activity 4.2.1. To
establish
Openness
1 6 12 5.000 60.000 N.A. 60.000
requirements to
EVSE operators
(minimum 50%)
Activity 4.2.2
Developing a
public
12 48 5.000 240.000 0 240.000
programme for
the promotion of
2 electric fleets.
Activity 4.2.3
Promoting
measures to 12 24 5.000 120.000 300.000 420.000
stimulate e-Car
3 sharing initiatives.

95
Action 4.3 Create an unified billing system for all public accessible charging infrastructures in pilot
regions (Slow&fast)
Description
According to Green eMotion project and the opinion of EV-CONNECT workshop participants the
deployment of the charging infrastructure and the development of new business models around
it will be related to the capacity of exchanging information between different partners and the
interoperability for billing.
The role of the Marketplace is to connect European providers of e-Mobility services with
European charging station operators (see section 3).
The Marketplace makes it possible to offer a wide range of services throughout Europe,
including roaming that is the use of charging stations outside the territory of the contractual
provider of electromobility services, similar to the market for mobile telephony. The marketplace
is also open to other service providers, who can thus easily offer innovative new electromobility
concepts in competition with other providers.
The aim of this activity is to support the development of the marketplace in close collaboration
with the private industry and local governments not only for ensuring the interoperability from
different states but also in the same region.
EVSE providers are reluctant to open their networks to costumers from other EVSP providers
Local roaming solutions mainly lead by some municipalities such as Barcelona (Live
Platform)
Many e-roaming initiatives from different providers
Different billing systems. Need for pay-on-the-go opportunity access
Excessive roaming costs
Free charging or flat rate for registered users
Objectives
Interconnect different individual platforms

Create and unify an easy and transparent billing systems without restrictions
Deploy sustainable business models for CI
New business models with added-value services
Increased user acceptance
Description of Work
Activity 4.3.1 Mapping European e-roaming initiatives and billing systems including the following
issues:
Analysis of existing systems.
Interaction with standardization bodies (IEC, CENELEC) and industry consortia (OCPP):
drafting of an international or European standard on the issue.
Examining compatibility with existing systems.
Activity 4.3.2 Extending the Green eMotion marketplace pilot to other regions and partners.
Involving new partners the pilot.

Reviewing the business model.
Ensuring the integration with existing legacy systems.
Defining tariff rules.

96
Implementing the billing system.
ICT providers
EVSEs
EVSPs
Public administration
Mobility operators
Vehicle manufacturers and leasing companies
Priority
Mid term priority (1-2 year)
Geographical Scope
European Level
Outputs Indicators review

Direct information
Num. of private entities involved
1 Units 10 from project Yearly
in the pilot
coordinator
Direct information
Num. of charging sessions
2 Units 730.000 from project Yearly
between different EVSP
coordinator
Direct information
Num. of roaming transactions Units 365.000 from project Yearly
coordinator
Direct information
Num. of charging stations
3 Units 1.000 from project Yearly
integrated in the system
coordinator
Outcomes

Direct information
Increase the number of
1 % 20% from EVSE and EVSP Yearly
charging sessions
operators
Direct information
Increase the number of roaming
2 % 20% from EVSE and EVSP Yearly
transactions
operators
Direct information
3 Increase use acceptance % 30% from EVSE and EVSP Yearly
operators
Direct information
4 Reduction of the range anxiety % 40% from EVSE and EVSP Yearly
operators

97
Main assumptions:
Human Resources

1 Activity 4.3.1 Mapping

European e-roaming
initiatives and billing 6 6 5.000 30.000 0 30.000
systems.
2 Activity 4.3.2 Promoting

a project with the most
relevant providers in a
big European roaming
24 144 5.000 720.000 0 720.000
pilot with direct
involvement of
municipalities and
regions

98
Track 5 Learning new electromobility concepts
Action 5.1 Developing tailored workforce training programs/courses
Description
The expected large-scale introduction of electric vehicles creates a need for up-to-date and
just-in-time available learning materials and tools. However, experts that participated in EV-
CONNECT workshops insisted on the fact that training courses must be pulled by demand, either
market or society demand. In the EVs case, they highlighted that today this demand doesnt
exist, except for some specific sectors, such as the EVs repair and maintenance.
For that reason, experts suggested to create free and open accessible learning material
focused to specific and concrete needs for some elements of the EV-Ecosystem.
Limited knowledge about the technology of electric vehicles, their performance
capabilities, their operation, use and their interaction with the electric supply system.
There is a limited offer of EV and EVSE training courses although the demand of EV is
increasing every day.
Objectives
Providing learning materials to public representatives for understanding how to develop

and implement a strategy for the deployment of the charging infrastructure.
Description of Work
Activity 5.1.1 The development of an Electric Vehicle Infrastructure Training Program (EVITP) and
European Certification for electricians installing Electric Vehicle Supply Equipment (EVSE). This
programme offers training around Europe at community colleges and electrical training centres.
Training is open to licensed electrician in compliance with requirements of state or municipal
jurisdictions.
Activity 5.1.2 The development and promotion of a European Open Massive Online Programme
(MOOC) addressed to public Mobility Managers in order to:
Learning how to define an EVSE deployment strategy and how to translate this strategy into
operational terms
Understanding the regulatory frameworks and relations between operators and authorities
Broaden knowledge and understanding of e-Mobility focused on EVSE deployment
planning
Analyse and discuss the latest trends and development in the sector
Learn best practices from other municipalities
Professional schools
EVSE Manufacturers
EVSE and EV Associations
EV Charging Service Providers
Public Administration representatives

99
Priority
Mid term priority (1-2 years)
Geographical Scope
National level: Belgium
Outputs Indicators

Direct information
Num. of promotion and
Units 10 from EVITP Monthly
organization events
coordinators
Direct information
1 Num. of courses taught Units 10 from EVITP Monthly
coordinators
Direct information
Training hours Hours 200 from EVITP Monthly
coordinators
Direct information
2 Num. of students Units 300 from EVITP Monthly
coordinators
Direct information
3 Num. of students certified Units 250 from EVITP Monthly
coordinators
Direct information
Total budget for organizing the
4 Euros 240.000 from EVITP Monthly
courses
coordinators
Direct information
Level of satisfaction of the
6 % 80 from EVITP Monthly
students
coordinators
Direct information
Num. of students registered in
7 Units 1.000 from MOOC Monthly
the open platform (MOOC)
coordinators
Outcomes

Direct information
Increase of number of EV and
1 % 30 from professional Yearly
EVSE courses
schools
Direct information
2 Increase EVSE knowledge % 20 from professional Yearly
schools

100
Main assumptions:
Id Tasks Duration Human Resources Subsidies Total

(months)
Months per
1 Activity 5.1.1 The development of
an Electric Vehicle Infrastructure
Training Program (EVITP) and
12 48 5.000 240.000 N.A. 240.000
European Certification for
electricians installing Electric
Vehicle Supply Equipment (EVSE).
2 Activity 5.1.2 The development
and promotion of an European
12 48 5.000 240.000 N.A. 240.000
Open Massive Online Programme
(MOOC).
Action 5.2 Enhance participation of University Teams to Formula Electric
Description
An initiative that has the potential to both challenge negative stereotypes among students is
Formula SAE organized by ATA in Italy partner of EV-Connect project. Formula SAE purpose is to
encourage students and young graduates to design, realize and test a single-seater racing car.
They will be in charge of the project from the design to the marketing stages. It provides each
team involved the opportunity to face a real-life professional situation, working in a team
context with time deadlines and making both business and managerial decisions in the process
of tackling automotive engineering matters. They will compete through both stationary tests and
on-track trials and gain potentially useful "work" experience.
Formula SAE Italy offers two levels of involvements: Class 1 for teams intending to participate a
complete, fully-functional vehicle, Class 3 for those presenting a vehicle design. During the event
teams will be assessed by a panel of experts from the world of motorsport and the automotive
industry.
Limited knowledge about the technology of the electric vehicles, their performance
capabilities and their operation and use and their interaction with the electric energy
supply system.
Lack of specific teaching at the universities and high schools on the electric systems
technologies for the application to mobility and transportation.

101
Low knowledge and sensibility about the impact of the electric mobility on the environment
and the energy management and use.
Objectives
Define and develop activities addressing the knowledge of electric vehicle technologies
and their integration in the mobility system, including the stimulating impact on the
environment and the performance and capability of the vehicles themselves.
Enriching the academic education activities with appropriate courses and educational
support activities to stimulate the interest and augmenting the culture on electric vehicles
and on their relation with the electric energy system.
Promoting the interaction Academic Industry to produce a cross fertilization between the
relevant institutional operation domains addressing innovation and professional formation of
young engineers.
Description of Work
Activity 5.2.1: Promoting and organizing demonstration events for university and high school
students (Formula Electric Italy) with the following scopes:
Achievement of the resulting outcomes of the research activities done by students, working
in team, in the development of electric vehicle prototypes through comparative evaluation
on the design, marketing and performance demonstration basis
Evaluation of the innovations introduced in the prototypes in view of their possible transfer to
the industries
Stimulation the engineering activities of the students addressing the technology innovation
and performing their professional formation in view of their future involvement in the field of
electric vehicles.
Making use of the result for the further improvement of the learning courses and further
progress in the technical formation of the students.
Demonstrate the performance capabilities of electric vehicles
Diffuse the culture and the interest on electric vehicles on the public.
Activity 5.2.2: Making value of the results in the demonstration competitive events by:
Promoting the transfer of technology innovation to the industry

Promoting the persons introduction to industrial activities in the field of electric vehicles
Introducing new elements in the academic courses and in the formative programmes
according to the demonstration results.
Activity 5.2.3: Dissemination of the results of the Formula Electric events
Publishing the results of the Formula Electric competitions enlighting the innovations and the
progress in the electric vehicle technology achieved and possible impact on the road
vehicles.
Activity 5.2.4: Increasing the participation of university teams
Promote the partnership/sponsorship of Manufacturers of electric vehicles, systems and

components to give support to the organizers of the events and incentivise the participation
of the student teams with innovative development of electric system technology.

102
Encourage and give financial support to the European Universities with the aim of
enhancing the research, the education, the professional formation and the participation of
the engineering students to the European Formula Electric events.
Universities
High Schools and technical Institutes
OEM Vehicle, Systems and Component Manufacturers
Electric Vehicle Associations
Standardization Bodies
Priority
Mid Term priority (1- 2 year)
Geographical Scope
Pilot region: Piedmont (Italy)
Outputs Indicators

Direct information
1 Num. of new teams involved Units 10 from Formula Student Yearly
coordinators (ATA)
Direct information
2 Num. of participant universities Units 10 from Formula Student Yearly
coordinators (ATA)
Direct information
3 Num. of students involved Units 50 from Formula Student Yearly
coordinators (ATA)
Direct information
4 Num. of new sponsors involved Units 10 from Formula Student Yearly
coordinators (ATA)
Direct information
5 Num. of competition events Units 5 from Formula Student Yearly
coordinators (ATA)
Outcomes

Direct information
1 Increase of EV knowledge % 20 from participant Yearly
universities
Direct information
Increase the participation in
2 % 20 from Formula Student
Formula Student events
coordinators (ATA)

103
Direct information
Increase the audience of the
events
coordinators (ATA)
Direct information
Increase the presence of the EV
in the media
coordinators (ATA)
Main assumptions:
Costs of promotion, information and publication provided by ATA. The coordinator of
Formula Student in Italy
Id Tasks Duration Human Resources Equipment Promotion Subsidies Total

(months) informaiton
Person Average cost Total and
Months per publication
1 Activity 1:
Promote and
organise
demonstration
12 36 5.000 180.000 100.000 10.000 50000 340.000
events for
university and
high school
students
2 Activity 3: To
make value of
the results in
the 8 15 5.000 75.000 N.A. 15.000 N.A. 90.000
demonstration
competitive
events
3 Activity 4:
Dissemination
of the results 3 3 5.000 15.000 N.A. 30.000 N.A. 45.000
of the Formula
Electric
4 Activity 5:
Increase the
participation 8 16 5.000 80.000 N.A. 30.000 N.A. 110.000
of university
teams

104
Action 5.3 Developing en Educative platform with everything necessary to run a successful
educative project on electric vehicle technology at both primary and secondary schools
Description
The aim of this activity is to provide a reliable resource of digital resources for students and
teacher on e-mobility. To do so, EV-CONNECT experts suggested developing an online platform
with dedicated resources for teachers and students with everything necessary to run a
successful class on electric vehicle technology at both primary and secondary schools.
Limited knowledge about the technology of the electric vehicles, their performance
capabilities and their operation and use and their interaction with the electric energy
supply system.
Lack of specific teaching at the universities and high schools on the electric systems
technologies for the application to mobility and transportation.
Low knowledge and sensibility about the impact of the electric mobility on the environment
and the energy management and use.
Objectives
Develop an online platform with all the digital content needed to run a unit on electric
vehicle technology and charging infrastructure.
Introducing students to the concept of e-mobility and to encourage students to actively

investigate electric vehicles, through self-directed research in an aspect of interest to them.
Engaging students in learning about science, technology, sustainability and mobility in a fun
an interactive way
Raising awareness and understanding about
Description of Work
Activity 5.3.1: Engaging editorials, primary school teachers, educators and representatives from the
EV industry with the educative platform project. The idea is to provide a platform with reliable
information on e-mobility that, at the same time, uses the most innovative digital learning tools.
Activity 5.3.2: Developing a Learning Management Platform, a software application that manages
educational systems containing digital content such as curriculum objects, reference materials,
online resources, multi-media objects and various course administrative systems.
Activity 5.3.3: Developing the digital content for teachers about the basic concepts on e-mobility.
The content should be designed to reinforce the knowledge from the school lesson plans and will
support the teachers to develop a project
Universities
High Schools and technical Institutes

105
Educators and teachers

Editorials
OEM Vehicle, Systems and Component Manufacturers
Electric Vehicle Associations
Local authorities
Priority
Neat term priority (1- 2 year)
Geographical Scope
Catalonia (Spain)
Outputs Indicators

Direct information
Num. of schools registered in the
1 Units 20 from platform Monthly
platform
coordinators
Direct information
Num. of teachers registered in
the platform
coordinators
Direct information
Num. of students registered in
3 Units 3.000 from platform Monthly
the platform
coordinators
Direct information
Num. of educative projects
carried out
coordinators
Direct information
5 Num. of publications Units 50 from platform Monthly
coordinators
Outcomes

Direct information
Increase of EV knowledge
1 % 30 from platform Yearly
among students and teachers
coordinators

106
Main assumptions:
Id Tasks Duration Human Resources Total

(months)
Months per
1 Activity 1: Engage editorials, primary school

teachers, educators and representatives
3 6 5.000 30.000 30.000
from the EV industry with the educative
platform project
2 Activity 2: Developing a Learning
Management Platform 12 36 5.000 180.000 180.000
3 Activity 3: Develop the digital content for

teachers about the basic concepts on e- 6 12 5.000 60.000 60.000
mobility.

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Track 6 Raise awareness on electro mobility
Action 6.1 Green Tourism
Description
Many tourist destinations are dependent on climate as their principal attraction to visitors, or on
environmental resources such as wildlife and biodiversity. According to the International
Environmental Agency, tourism also contributes to global warming, accounting for an estimated
5% of global carbon emissions and the transport sector, including air, car and rail, generates the
largest proportion, with 75% of all emissions.
For that reason, the introduction of the EV in environmental protected areas helps to preserve a
relaxed, clean and safe atmosphere. In addition, promotes the use of EV as a way to protect
the environment.
Low introduction of EV and EVSE in rural areas.
High installation costs.
Low integration of the EV charging infrastructure an renewable.
Objectives
Increase the use of the EV in environmental protected areas with ecological or cultural
value.
Description of Work
Activity 6.1.1 Selection of areas with cultural, historical or ecological interest and elaborate a plan
for the introduction of the EV.
Activity 6.1.2 Developing a plan for the deployment of solar charging stations in the selected areas.
Activity 6.1.3 Developing a financial programme in order to support regional governments to

promote the introduction of EV in those selected areas.
EVSE Manufacturers
Public administration representatives
Regional governments
Environmentalists
Priority
Geographical Scope
Piedmont (Italy)
Outputs Indicators

108

Direct information
Num. of charging points
1 Units 50 from local Monthly
installed
authorities
Direct information
2 Num. of EVs introduced Units 250 from local Monthly
authorities
Direct information
Num. of protected areas
3 Units 5 from local Monthly
selected in the programme
authorities
Direct information
Num. of km travelled by EV in
2 km 30.000 from local Monthly
protected areas
authorities
Outcomes

Increase the EV usage in Direct information

1 % 20% Yearly
protected areas from local authorities
Reduction of CO2 emission in Direct information
2 % 5% Yearly
protected areas from local authorities
Noise reduction in protected Direct information
3 % 10% Yearly
areas from local authorities
Main assumptions:
Num. of charging points installed: 50
Price per solar charging station: 30.000
Subsidies intensity: 10%

(months)
Months per
1 Activity 6.1.1 Selection of

areas with cultural,
historical or ecological
5 10 5.000 50.000 N.A. 50.000
interest and elaborate a
plan for the introduction
of the EV.
2 Activity 6.1.2 Develop a
plan for the deployment
5 15 5.000 75.000 N.A. 75.000
of solar charging stations
in the selected areas.

109
3 Activity 6.1.3 Develop a

financial programme in
order to support regional
21 42 5.000 210.000 150.000 210.000
governments to promote
the introduction of EV in
those selected areas.
Action 6.2 Introduction of the Advanced Air Quality Monitoring Systems
Description
Some of the experts during the workshops stressed that the general population generally
unknown levels of pollution to which they are subjected. This is because the administration and
the media do not disseminate the pollution levels as they usually do with other indicators such as
the atmospheric pressure or the amount of rain.
As an example, India has recently launched a National Air Quality Index to provide a simple,
composite and easy to understand measure of air quality. The index was conceived of as a tool
that is simple for people to understand and allows for easy dissemination of information about air
quality and associated health risks.
Another example is AirCasting an open-source, end-to-end solution for collecting, displaying,

and sharing health and environmental data using your smartphone. The platform consists of
wearable sensors that detect changes in your environment and physiology, including a palm-
sized air quality monitor called the AirBeam, the AirCasting Android app, the AirCasting website,
and wearable LED accessories. By documenting and leveraging health and environmental data
to inform personal decision-making and public policy, the AirCasting platform empowers citizen
scientists and changemakers.
Lack of awareness about the high pollution rated in big cities such as Barcelona.
Lack of real time information about air quality.
High price of air monitory systems.
Objectives
To disseminate real time air quality information.
To raise awareness of the high levels of contamination in cities.
To promote alternative ways of transport.
Description of Work
Activity 6.2.1 Benchmarking on devices and sensors for measuring air pollution.
Activity 6.2.2 Developing an app for collecting real time information about contamination levels.
Activity 6.2.3 Developing a platform for disseminating all the information and Integration with map
systems.
Activity 6.2.4 Engaging new contributors by subsidizing partly the costs of the sensors.
Instrument makers

110
Educators and community leaders

Open source coders
Citizen Scientists
Public representatives
Priority

Geographical Scope
National level: Belgium
Outputs Indicators

Direct information
1 Num. of sensors purchased Units 100 from platform Monthly
coordinators
Direct information
Num. of users registered in the
platform
coordinators
Direct information
Num. of users from different
cities
coordinators
Carbon Monoxide (CO) and Direct information
4 Nitorgen Dioxide ppb N.A. from platform Monthly
Concentrations coordinators
Outcomes

Direct information
1 Increase the EV usage % 20% Yearly
and national
Direct information
2 Reduction of CO2 emissions % 5% Yearly
and national
Noise reduction in protected
3 % 10% Yearly
areas
Main assumptions:
Equipment (air quality sensors): 200
Num. of sensors purchased: 100
Subsidies intensity: 100%

111

(months)
Months per
1 Activity 5.2.1
Benchmarking on
2 2 5.000 10.000 N.A. 10.000
devices and sensors for
measuring air pollution.
2 Activity 5.2.2 Developing
an app for collecting
real time information 8 24 5.000 120.000 N.A. 120.000
about contamination
levels.
3 Activity 5.2.3 Developing
a platform for
disseminating all the
12 36 5.000 180.000 N.A. 180.000
information and
Integration with map
systems.
4 Activity 5.2.4 Engaging
new contributors by
24 24 5.000 120.000 20.000 140.000
subsidizing partly the
costs of the sensors.

112
11. References
[1] ABB. (s.f.). http://www.abb-conversations.com/. Recuperado el September de 2014
[2] Electric Vehicle Initiative. (2013). Global EV Outlook. Understanding the Electric
Vehicle Landscape to 2020.
[3] Ernst&Young. (2011). Beyond the plug: finding value in the emerging electric vehicle
charging ecosystem.
[4] Frost&Sullivan. (2014). Strategic Outlook of Global Electric Vehicle Market in 2014.
[5] Frost&Sullivan. (2013). Strategic Technology and Market Analysis of Electric Vehicle
Charging Infrastructure in Europe.
[6]Green eMotion. (2012). Deliverable 3.1 Business Analysis. Version 1.5. European
Comission, 7th Framework Programme.
[7] ICCT. (2014). European Vehicle Market Statistics Pocketbook 2014.
[8] Kampan, B., Braat, W., van Essen, H., & Gopalakrishnan. (2011). Impact of Electric
Vehicles. Economic analysis and business models.
[9] Lilley, S., Kotter, R., & Evatt, N. (June 2013). A review of electric vehicle charge point
map websites in the NSR Interim Report.
[10] Luskin Center for Innovation. (2012). Increasing electric vehicle charging access in
Multi-Unit Dwellings. Los Angeles.
[11] McKinsey & Company. (2014). Electric vehicles in Europe: gearing up for a new
phase.
[12] UN CLIMATE SUMMIT. (2014). Action Plan Urban Electric Mobility. New York.
[13] Vehicle-Grid Integration (VGI) Roadmap: Enabling vehicle-based grid services.

(2014). California.
[14] Weiller, C., & Neely, A. (2013). Business model design in an ecosystem context.
Cambridge Service Alliance.

113

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EV CONNECT PROJECT www.ev-connect.eu

Roadmap for the deployment

Prof. Dr. Peter Van den Bossche, VUB

Roger Font, EURECAT

Co-funded by the European Union

Authors Name Company

Peter Van den Bossche VUB

Version Date Author Description

Co-funded by the European Union

Co-funded by the European Union

In this regard, EV-CONNECT roadmap aims to develop a strategic roadmap, in

To provide a strategic overview of the Global and European electric vehicles

To review the stage of the innovation today.

To provide a breakdown of the market forecasts by country, type of mode, and

Co-funded by the European Union

To provide business case scenario: analysis of different types of business models

To highlight key market opportunities.

A comprehensive desk study has been undertaken, primarily using bibliographic

Documents and studies published by the following platforms and trade

EU Policy and Programmatic documents

Face to face Interviews

The following shows the main questions asked to the experts:

Co-funded by the European Union

What are the advantages

Will the electric grid be

Co-funded by the European Union

infrastructure and the

Table 1Qestionnaire Template (elaborated by EURECAT)

The following shows the stakeholders involved in face-to-face interviews classified by

Id Company Country Classification Contact

Transversal Project Engineer

Co-funded by the European Union

Workshop done in Torino 10/09/2014 (ATA Facilities):

Id Company Type of organization Contact

Co-funded by the European Union

4 Albatech Monaco S.A.R.L OEMs Managing Director

10 Altran Conusltancy Researcher

Workshop done in Barcelona 10/12/2014 (Barcelona Council Facilities):

Id Company Type of Organization Position

12 CIRCONTROL Private company R&D Manager

16 ATA Association Engineer

Co-funded by the European Union

Workshop done in Brussels 16/03/2015 (VUB Facilities):

Id Company Type of Organization Position

2 The New Drive Management Consulting Managing Director

3 AVERE Association Secretary General

4 KUL University Researcher

5 GDF SUEZ/ELECTRABEL Utilities Project Manager

6 Taxioperator - Taxi Driver

7 Flandes Drive Research Institution Strategy and Organization

10 EANDIS Utilities Technician

11 VAB Association Technician

12 4IS Electro Mobility Consulting Managing Partner

13 iMOVE EV-Platform Coordinator

14 CEB-BEC Standardization Bodies Business Development

15 COLRUYT Food Distribution

16 UMICORE Batteries Manufaturer Marketing Intelligence

2. Rationale for intervention

1) The principle advantage of EV is that zero-emission at point-of-usage will play a

2) If the introduction of the EV is linked to the usage of renewable resources of energy,

3) EV batteries could be used for storing energy generated by intermittent resources of

Co-funded by the European Union

6) Development of new manufacturing capability and capacity.