Plugin vehicle stakeholder vision September 2017

Plugin Vehicle 2025 Stakeholder Success Vision

First draft for discussion and input - 6th September 2017

The electrification of transport has an extraordinary diversity of ingredients, interests, types of players and needs. This Innovate UK initiative is designed to help provide some collective long term focus and organisational connectivity across the many stakeholders and provide a central pot of value for innovation needs in this emerging domain.

Although the sector is still in a relatively embryonic stage it is a sector that many believe will move extremely quickly and where the following will be essential to drive sector growth, deliver stakeholder needs and position the UK to be a commercial leader in this domain both in the UK and for export:

early identification of opportunities and the needs of other stakeholders organisational efficiency across the sector

creativity in developing and quickly progressing opportunities Although there are many stakeholders engaged in supporting this domain with different interests and different time horizons there is no shared view of success across them. Innovate UK is therefore leading the development of this “2025 success vision” for the electrification of transport, as viewed from the perspectives of the main stakeholder types. It looks through each stakeholder lens, and is articulated in the form of potential desired outcomes for each stakeholder. It is:

Not something that is intended to represent formal or position policy for any party

Is not intended to define how those outcomes are achieved

Is not necessarily “complete” or fully inclusive – this is a first draft populated by inputs from a small number of stakeholders

Although it is currently biased towards the passenger and light vehicle domains it is intended to be inclusive of all plugin vehicle types

It is not intended to be cast in stone but will be a set of living perspectives that will develop over time

This is a first step - It does not consider driverless cars at this point in time

The goals are:

To create a living document framework for discussion amongst and between stakeholders and cross pollinate knowledge of desirable and win-win outcomes

As a resource for innovators to better understand desired stakeholder outcomes and innovation opportunities

To enable gap analysis so that stakeholders groups can collectively organise more effectively.

To give Innovate UK and the Catapult network use a framework to understand where innovation support resources are needed to maximise the pace and economic impact of the sector

The vision is in a light touch format that is designed to be engaging, interesting, and solicit further creative contributions as an open source piece of work. We are publishing this first version for discussion to coincide with LCV2017. Please contribute any thinking or insights you have as this is a crowdsourcing process and we do need your input. Please contribute either on the LinkedIn page associated with this document, or if you would prefer, please email [email protected] either with your comments, questions, or if it suits you better, a marked up version of the document itself would be welcome. Thank you

mailto:[email protected]

Vehicle user lens

Today’s perspective

The EV user population is moving on from “innovator” early adopters many of whom have a good understanding of the technology and energy to user groups now who have no technical

background and no understanding of energy.

Motivations to buy are very varied: social/green responsibility, lifestyle, coolness, driving pleasure, cost

Range anxiety is experienced far less by actual EV users than non-EV users imagine

Tensions exist between pure Battery Electric Vehicles (BEV or EV), Plugin Hybrid Electric Vehicles (PHEV) and internal combustion engine car users in terms of use and misuse of charging spaces, including BEV users perceiving they have more right to charge point access

than PHEVs

Residual market/ re-sale not a mature market, especially for early adopters

Confusion on connector and charger types for new EV users or users who aren’t the regular

users of EVs

Charge point anxiety experienced with public charging (i.e. anxiety over availability, smart card recognition and charger state of health). Users are unable to guarantee charging point availability (not in use), serviceability, or that charging points are not obstructed such as by

vehicles that aren’t plugin

New drivers or infrequent users of public charging find it confusing as to which type of charger and lead they need to use, especially for rapid charging. Some don’t understand the

difference between AC and DC

Physically finding charge points can be very difficult, especially in complex street scenes, multi-

stories/car parks

Charging systems for public charging are flat rate systems with no “smart” grid support value

Public charging can be a transactional and clunky process for new or infrequent users,

especially with differences from one manufacturer to another

Users tend to “take as much energy as they can” rather than “what they really need”

No “intelligent mobility” thinking currently, joining up between vehicle, lifestyle, infrastructure and energy providers, other transport modes

New/infrequent users unsure what is safe to do or not do regarding charging in wet weather

Users unaware or unsure of risks associated with ad hoc charging on extension leads or domestic 3 pin plug charging and some perceptions that it may limit what they can safely do

in the home when charging (am I safe to put the oven on?)

Confusion over different power charge options and how long a charge event will take for their vehicle, whether that is a) how long to full battery, or b) how long to charge to achieve a

desired mileage range increase for specific journey needs

There is currently no social code of conduct or accepted practice for EV charging, use of EV charge spaces. As a result behavioral practices vary leading to tensions and frustrations among EV users from time to time. E.g. is it acceptable to unplug someone else’s EV if it has finished charging? Most EV users believe it is but some do not. This is just one area of practice that

can frustrate.

Can you add any perspectives or insights to the above?

2025 vision for Vehicle Users

A joined-up end to end experience for any driver, especially for new or infrequent users

A diverse range of charging and grid service options and interfaces for from both low capacity low use EVs that may only need slow charge rates with significant flexibility on when charging is needed through to high capacity high usage EVs which will require faster more time and

location specific charging. Business models and pricing to suit the type of service.

Maximized rewards for modifying charge behavior

Reliable journey and range information and management, presented in ways that suits different users i.e. some users are comfortable working in “miles range” but othe rs will need

range information in “destination” or “journey” terms (i.e. you will make your trip)

Battery health can very accurately and robustly determined to enable a confident vehicle re-

sale market where the remaining life/performance of the battery wi ll play a big role in value

Solutions that tailor differently for EV vs PHEV drivers so that these two separate domains

work in harmony with each other

Diverse options and opt in methods for smart charging and vehicle-to-grid (V2G) income (and potentially other services) to support the grid with clear information on what the rewards will be and what safeguards there are to ensure a user’s EV has the necessary energy when they need it

Integration with car parking and car park space management needs and easy to access travel option integration with other transport modes

Interoperability with ubiquitous payment solution across network operators e.g. Kwikpay

Diversity of charging solutions for those without off street parking and different charging rate needs

Much easier ways of understanding which EV type is suited to a vehicle users needs

Much easier ways for a user to understand which charger cable/connector is appropriate for their car and their journey needs

An EV user wide accepted code of conduct on use of public charging infrastructure and EV

charging spaces


Distribution Network Operator lens


No visibility (by network operators) of EV charge use or intended use, and no influence in

managing demand or other network characteristics such as harmonics

Circumstance specific constraints on providing new EV charger grid connections

(predominantly for rapids and large numbers of lower power chargers)

No visibility of clusters developing

No ability to harness V2G

No incentive or operating framework for customers to choose smart charge points

Patchy level of low voltage network visibility of installed chargers to inform smart charging, or

to improve the performance and management of the distribution network

No ability to adjust charging levels in localized areas to avoid network faults

No ability to influence EV charging in recovery from network outage/black start circumstances

No mechanisms or business models to harness EVs in providing niche technical contributions to the efficiency of the local energy system such as harmonics management or phase

balancing

Other stakeholders at times not considering implications from a networks perspective of bigger/faster equipment, new solutions, new services


2025 vision for Distribution Network Operators

A rapid means of identifying emerging cluster issues of plugin ownership or use

Visibility of geo-specific time-specific intended EV charging events to enable network

operational mitigation actions to be taken if necessary

A standardized method for network operators to communicate with and influence chargers in

very geo-specific ways

Maximum diversity of charging point capacity and use

A means of encouraging EV to EV charging at times of network stress

Visibility of new charge point connections (and removals!)

Ability to provide rapid assessment of new charge connection viability

A broad range of solutions to enable existing weak connections to support charging at low

cost

The ability to use EV resources to support load management, phase balancing, harmonics

management, power factor correction, and voltage support and black start etc.

LV network visibility and control. E.g. UKPN IRM (innovation roll out mechanism) submission

Means of EVs interacting with entire property via smart home/smart building setup to allow customers to choose what load to flex in response to request for grid services or choose to provide power from EV to home/in-home battery to EV during peak periods to avoid network

issues

Consideration from other stakeholders of whole system implications when looking to introduce new equipment/services/solutions


Local authority/urban lens


Concern that growth in public EV charging outstripping available infrastructure

Challenges in providing charging for users who only have street parking

Investment/business models for new infrastructure not clear/mature

Poor visibility of power network locality suitabi lity (e.g. capacity/constraint and voltage level

to connect at)

Often substantial portfolios of car parks with little or no charging provision, some of which are

owned and operated by local authorities, others operated by private operators

No workable means of using charging point availability information in a domain to either encourage use generally or to encourage economic generation through new visitors to a

locality

Limited understanding of current populations of EVs in a locality or their type, or future user vehicle choice types, or charging arrangement preferences

Only limited options currently to physically build charging infrastructure into conventional infrastructure, especially retrofit

No ability to benefit from V2G to increase charging capabilities in a locality (i.e. to use energy from a vehicle in a locality that does not need the energy to transfer that energy to another

EV in the locality)

Limited means for Local Authorities to effectively communicate to existing or future EV users

where new charge point deployments will be and when

Limited/no visibility of likely future mobility trends (e.g. trends towards more use of car clubs

or public transport)

Limited understanding of housing stock types in a locality re potential for off street parking

Poor visibility of future charging technology options in the pipeline

Poor visibility of charge connector standards changes and their effect on compatibility of

existing and future charge infrastructure choices and asset stranding or loss in availability risks

Unknown - how to future proof infrastructure/enhance future deployment of wireless

charging if it becomes a dominant technology

Local authority processes traditionally very fragmented, planning, parking, energy, housing,

authority owned transport and different from LA to LA


2025 vision for Local Authorities

Ubiquitous charging with clear investment models and supply chain structures to deliver, maintain and run on commercial terms

A means of understanding desired charge use and trends for a given region/town/specific locality

A means of understanding actual use

Methods for encouraging EV/zero emission vehicle use over ICE use

Minimized trip hazards for pedestrians

Minimize the need for on-street parking, reallocating car parking space to other uses

Maximum use and flexibility of street side parking where it is absolutely necessary

Minimize car dominance in public/dense pedestrian spaces, to address air quality challenges ideally developing enforced zero emission zones

Minimization of accidents caused by silence of EVs, which is of highest risk in environments that are still noisy because where petrol/diesel vehicles are still dominant and when hearing

EVs is the hardest

A means of providing travelers with Mobility As A Service (MAAS) information to encourage

use of public transport, walking, cycling or other alternatives over EV use

A means of encouraging electric only use of PHEVs in built up areas to reduce emissions

Seamless integration of charging infrastructure with street infrastructure in proximity to EV

user demand. E.g. Amsterdam model

Ensuring street charging infrastructure meets the highest accessibility standards, and does not

impede goods vehicle loading/unloading

Facilitate charging points for special use cases such as disabled bays

Ensure local planning rules encourage and support the switch to EV amongst delivery and

servicing vehicles (e.g. providing them with charging capability at loading/unloading locations)

Parking charges that encourage low emissions choices

Car park space enforcement systems that robustly police both use of spaces, use of chargers

and enable policing of legitimate use (e.g. EVs plugged in but no longer on charge)

Working collaboratively and proactively with DNOs to deliver strategic infrastructure

deployment


Energy Supplier lens


Limited means of maintaining continuity of “energy charging relationship” between a domestic energy customer environment and an EV charging environment (Ecotricity the only

example of success)

No means to use EV resources for balancing settlement

EV owners considered niche market, outside of core business, varied expectations as to uptake curve

Lack of coherent proposition to provide local optimization of energy resources such as local generation (e.g. solar), EVs and smart devices in the home

Generally low smart meter penetration

Undeveloped understanding of the role EVs can play in ancillary services

Lack of appreciation by customers of their future potential to engage in the energy ecosystem


2025 vision for Energy Suppliers

Integrated customer charging propositions into a single relationship – charge at home, at work

and on the road with a single integrated tariff, payment and billing service

Universal smart meter adoption with innovations configured in such a way as to offer balancing services that connect through to integrated building and EV energy management

EVs potentially forming a core customer segment

Creation of single smart offering covering all energy consumption and micro-generation touch points

Consented visibility by energy suppliers of distributed controllable loads – capacity and load

rate

Customer to be crucially important stakeholder and participant in optimal grid balancing

system and in order to extract maximum value.


Charge Point Network Operator (CPNO) lens


Starting to move away from ‘free fuel’ concept on the public charging side of things, through

to cost and use representative charging arrangements

Moving from a government funded industry, through to a commercially viable market

There are policy measures in place to incentivize uptake, however not enough (see Norway as

an example)

Lack of collaboration, communication and visibility on projects/innovations coming to market between CPNOs and other key stakeholders (such as DNO/DSOs)

Smart/managed chargers will in time provide a powerful tool for grid operators to manage grid constraints - yet the marketplace and requirements to enable viable services to be traded

is in its infancy

A large-scale viable on-street charging solution doesn’t exist, but solving this challenge is key to enabling full market adoption

There’s a lack of infrastructure for 24 hour fleet operators (i.e. taxi or postal services). Rapid charging is key, yet it is costly and requires unsustainable amounts of power for large scale

roll out.

Fragmented energy system, user has little control over their source of electricity/when they

want to charge/integration with solar, etc.

No joint up approach to e-mobility-as-a-service; car clubs/ride hailing/charge point

operators/energy providers/landowners…

Charging infrastructure is exclusively “one-way”, there is currently no viable return from

vehicle to grid

Different approaches are being taken for interface to public charging points; membe rship vs

PAYG, RFID vs token vs App, creating a disjointed/confusing experience for the driver

No standardized tariffs or business models

Lack of standardized sockets on the car side (particularly for rapid charging), creates confusion

amongst drivers


2025 vision for Charge Point Network Operators

A frictionless, integrated public charging experience where the driver parks in a bay and walks away, returning to a car charged as much as they need or have asked for. No substantial

forethought, authentication or perhaps even plugging in required

A viable business model for all stakeholders across all types of charging

A marketplace in which grid operators utilize CPNOs to manage the load on the grid, at a

national, regional and local level

Integrated approach between renewable energy (including micro-generation), battery storage and electric vehicle charging, with CPNOs offering fast response load balancing services without inconveniencing charger connected customers and potentially with

widespread vehicle to grid technology providing additional benefits to grid operators

Charge point operators know the state of charge of EV batteries in the vicinity of their charge points for owners who have consented that information (whether via an app you might have or via a third party source of data?) allowing charge point owners may want to “attract” drivers for example energy costs are suddenly low (e.g. when there is available renewable

energy on the system that isn’t being used) or even negative

Charge point operators may value knowing intended charging of a user/driver (i.e. before the event) so they could manage charge point queuing or suggest alternative locations, and also knowing how much energy a car NEEDS for its intended use and state of charge would enable the development of strategies for incentivizing either “charge only what is needed” vs “charge as much as you can” which is typical of today

Operators likely to value distinguishing if an intended or actual charging event was for an PHEV or BEV

A common framework for hosting data on charge points that are experiencing faults to make both the task of an EV user more informed but also to enable other charge poi nt operators in the locality to use that information to inform the strategy for managing their own charge

points in the locality

Charge point operators might value knowing the distribution density of EVs at street by street level (a perspective local authorities and network operators might also value) and the trends

in terms of the numbers and their use

They would probably value simpler/better satisfaction/dissatisfaction regarding an individual

charging experience so that they can understand how to improve customer satisfaction

They would value having much more visibility/accessibility of grid capacity information for new connections and a better forward view of grid availability in order to consult on large scale roll outs (particularly for rapids or large fleet operations), minimize install costs and

project management time

They would you value knowing trends in charging events (frequency/duration etc.) for

different battery capacity cars

For a domestic scenario, they might value being able to know a homeowners tariff (particularly if a dynamic time of use) to be able to develop charging strategies

It’s a given that cybersecurity needs to be best in class to protect personal data, infrastructure, vehicles and energy network systems


National Grid (views span all NG roles)


Targeted network reinforcement required to facilitate future capacity from uptake of Electric

Vehicles (EVs)

Lack of forward visibility in both charging infrastructure requirements and network capacity

Regulatory and/or commercial frameworks may not unlock the necessary network

investments required to support charging infrastructure

We are seeing an ever changing and divergent energy mix which requires more flexibility in our energy system. Electric vehicles offer a great opportunity for balancing the system

We have limited understanding of the impacts of electrification of transport

We have limited understanding of the economic impacts of electrification of transport on end consumers

There’s limited regulatory consideration for electrification of transport and how it interacts with energy systems

Level of clarity around scalable, commercial customer solutions and business models to enable future roll out of national solution


2025 vision for National Grid

Holistic and transparent view on new and existing EV charging infrastructure provides visibility

to plan network reinforcements as required

Cross-sector coordination ensures economic and efficient network investments to facilitate

future capacity requirements

Suitable regulatory and commercial frameworks exist to unlock network investment required

to support charging infrastructure

Utilize smart charging and vehicle-to-grid as part of a wider range of solutions for balancing

the system in a cost effective manner.

To understand the impacts of electrification of transport

Understand the future behaviors/needs for electrification of transport and how the system needs to be designed and operated accordingly in order to deliver the SO actions for electrification of transport at the lowest economic cost to end consumer

The regulatory framework fully considers electrification of transport and how it interacts with energy systems

Utilization is sufficient to enable cost recovery.

Location of infrastructure is based on both availability of sites and customers


Automotive OEM lens


PHEV a confidence building ‘consumer choice’ although likely a stepping stone to full EV

adoption

Mixed levels of understanding or visibility among OEM engineers of the energy supply/

network side challenges or the benefits EV to the energy system

Little availability to ‘open’ own systems and products to other entities (e.g. on board systems)

Electric Vehicles seen as a niche market some quarters (this view is rapidly changing)

A tendency within OEMs quarters to assume EVs are owned by their drivers

Falling cost of batteries is driving design towards bigger batteries for extended range

Confusion in the market as to what is an electric car, what is a hybrid, greater differentiation

between real Ultra Low Emission and Low Emission Vehicles

A perception that charging infrastructure isn’t being installed with a future proof outlook, such as increasing charge point power on its existing network connection, future bidirectional

capability, provision of at least suitable cabling (e.g. when building or refurbishing car parks)

Concern exists over the difference between charging point technologies and their respective advantages/ disadvantages; can variety co-exist successfully?

The public (from an Energy Technologies Institute (ETI) survey) often perceive that they drive more miles and longer distances than they actually do

Approx 2/3 of UK homes have parking that is favorable for home/off street charging (ETI

analysis)

Car buyers and the automotive press now seen as much more enthusiastic towards the

potential of EVs

Fragmented standalone charging network operators make it hard for OEMs to act as an agent

in helping EV users access available public charging

Buyers of vehicles (of any type) tend to be motivated and focused on purchase/lease cost rather than total cost of ownership because the running cost data is usually less visible or less

understood

A number of perceptions by some owners of conventional vehicles that create barriers to sales

for them:

o the energy system won’t have the capacity to give them reliable charging

o that EV use are more carbon intense than conventional cars

o battery cycling will lead to unacceptably short vehicle life


2025 vision for Automotive OEMs

Broad range of electrified technologies with BEVs taking significantly increased share as costs fall and battery capacities rise while PHEV sales remain static

Wide range of vehicle sizes and body styles available as plug-in.

Developing connectivity platforms allow a single user account with a single mobility service provider to access infrastructure provided by a wide range of network operators without use

of PAYG or multiple user accounts

Grid Demand Side Response (DSR) and V2G capability part of the value equation (esp. if

vehicle financed) for ownership

Widespread societal confidence in battery durability, vehicle life, including in grid support

scenarios such as DSR and V2G

OEMs may value knowing local weather/climate/traffic conditions on a journey ahead to give better range information to the driver and optimize charging strategies. For example, if it is cold, likely to soon rain, with darkness approaching, it would be possible to more accurately

estimate the current journey range minimum charge needed for the intended journey ahead

Similar to the previous point, understanding the driving styles of individual drivers would

enable more refined energy and charging needs calculations

Change in ownership models: mobility as a service trajectory

Vehicle deeply integrated with infrastructure and other vehicles: connected cars can exchange information with other road users, gather data from multiple sources (i.e. users calendars,

traffic info, weather info, national and local grid)

Seamless charging experience, without need for multiple accounts with charging providers

Multiple vehicle offering and mobility solutions to cover all customer’s needs, without need to resort to big vehicle batteries where not needed

Improvements in charging infrastructure allow to fast charge within minutes: experience becomes closer to current ICE vehicles, with public charging infrastructure at the heart of

vehicle usage

Public transportation and logistics fleets can resort to quick charge (‘energy bursts’) when

stopping to pick up passengers/deliver goods

OEMs becoming more active in or supporting charging network operators to facilitate higher

power charging into market as an enabler to long range EVs.

Consumers weighing fuel cost advantage much more objectively as part of vehicle selection and with much easier ways of informing them on which EV type/model suits their

lifestyle/journey use patterns


Government lens


2% of new car sales are BEV and PHEV (able to drive 10 miles with zero tail pipe emissions)

100,000 vehicles on the road

Automotive and Electric Vehicles Bill going through parliament to:

o Take powers to require all new charge points in the UK to be smart enabled

o Powers to require fuel retailers to provide rapid charge points

o Powers to require charge points to be interoperable


2025 vision for Government (and beyond in some instances)

Strong public awareness of the low running and maintenance costs of EVs

Range anxiety a term that is no longer used

A proactive smart energy system that is prepared for the ongoing growth of the sector

Maximum contribution of EVs to reducing the costs of energy for the UK and providing cost benefits to participating EV users

Nearly all cars and vans to be zero emission by 2050

An end to sales of pure ICE cars by 2040

Ensure compliance with EU and UK air quality limits

Support economic growth in this sector, and become market leaders

No net increase in road traffic accidents from plugin vehicles

A nationwide network of charging infrastructure at range of charging levels

Never more than 20 miles away from a public charge point on the UK strategic road network (A roads and motorways) 95% of the time by 2021

Interoperable easy to use nationwide charging infrastructure, with a pay as you experience for ad hoc charging

Electric vehicles cheaper than conventional cars and EV range equivalent


Other stakeholder lenses

Do you have any insights on the today vs 2025 lenses for any of the following other stakeholder lenses?

What might these value as successful outcomes 2025?

Car Park Operators?

Intelligent Transport Systems supply chain?

Smart grid equipment or innovation companies?

Street furniture supply chain?

Emergency services?

Energy DSR aggregators?

Fleet operators?

Petrol filling stations?

Owners of energy generation resources (e.g. local PV)?

Others….?

Can you add any perspectives or insights to any of these?

Thank you to the Contributors

This document was contributed to both formally and informally by the following:

POD Point

National Grid

The Renewable Energy Association

Energy Systems Catapult

Three Automotive OEMs

Two Power Distribution Network Operators

One Energy Supplier

One Local Authority

[email protected] Senior Innovation Lead – Energy Systems 07867 462690

mailto:[email protected]

Government & Nonprofit

Plugin vehicle stakeholder vision September 2017