London electric vehicle infrastructure delivery plan Supported by The Mayor’s Electric Vehicle Infrastructure June 2019 Taskforce Contents
Mayor’s foreword 4 The delivery plan
4.1 Challenges Executive summary 4.2 Guiding principles 1 Introduction and aims 4.3 Defining what is needed 1.1 Introduction 5 What can we do to make 1.2 Supporting policies this happen? towards zero emission 5.1 Facilitate smoother installation 1.3 What London is already and match supply with demand doing to support EV charging infrastructure 5.2 Reduce energy barriers
1.4 The Mayor’s EV 5.3 Share knowledge and maximise Infrastructure Taskforce potential of legislation
2 The current situation 5.4 Charter of commitments in London Glossary 2.1 Electric vehicles
2.2 Charging infrastructure Appendix A – Detailed modelling assumptions and approach 2.3 User experience Appendix B – Principal author: Zero 3 User needs Carbon Futures
3.1 Understanding charging needs
3.2 Modelling potential demand to 2025 we must move away from petrol and There’s no shying away from the fact diesel cars, and towards electric and that expanding our public charge hydrogen vehicles. Bringing about this points will be challenging. London’s sea change won’t be easy, but with land is always in high demand, our the right political will and ambition I’m streets are often narrow and we have confident we can pull it off. to work with 35 different planning authorities. But we know there is a I’m proud that London is one of real appetite to cut harmful emissions the first major cities in the world and propel London towards a greener to publish a detailed and future. Thanks to our taskforce’s hard independently-assessed climate work, we have tapped into the energy, action plan that outlines how we enthusiasm and expertise of more will comply with the Paris Agreement. than 140 organisations to plan for the A big part of this plan is aiming for all cutting-edge infrastructure London new cars and vans on our roads to be needs. It is a world-leading piece of zero emission from 2030. work that will ensure that London can continue to lead from the front, Mayor’s foreword This is a radical, but necessary step. blazing a trail for others to follow. Car ownership continues to decline in London, but we must do more With so much at stake, we simply London’s air is so dirty and polluted we’re taking action – not only in now to help unleash an electric can’t afford to slip into reverse gear. In it amounts to nothing less than a response to our dangerous air, but also vehicle revolution across our fact, now is the time to really put our serious public health crisis. It breaches to address the climate emergency that city. Through our Electric Vehicle foot down and accelerate our city’s legal limits and blights the lives of threatens the long-term security and Infrastructure Taskforce, the public transition to zero emission vehicles. Londoners, resulting in thousands wellbeing of every Londoner. and private sector have worked This plan will enable us to do just of premature deaths every year side-by-side to expand London’s that. This is crucial because ultimately and causing a range of lethal and The action we’ve already taken public charge points and to make our efforts will mean cleaner air, a debilitating illnesses, including cancer, includes: cleaning up our bus and sure they are well used, in the right greener city and healthier lives for all heart disease and dementia. As an taxi fleets, promoting walking, locations and future-proofed for Londoners, not to mention a better adult I developed asthma, which investing record sums in cycling, and tomorrow’s technology. and more sustainable future for our doctors tell me is likely to be linked encouraging more Londoners to use planet and generations to come. to air pollution. public transport by freezing fares The past year has seen more than and introducing more affordable bus 1,000 new charge points installed But what makes me most angry is tickets. We’re working to a target of at petrol stations, town centres the impact London’s filthy air is 80 per cent of trips to be walking, and retrofitted into street lighting having on the health of our children. cycling or public transport by 2041. columns. Our world-famous cabbies To our shame, in some parts of our now drive more than 1,700 electric city there are children growing-up We’ve also rolled out the world’s taxis and Transport for London runs with stunted lungs and chronic first ever Ultra Low Emission Zone, Europe’s largest electric bus fleet. Sadiq Khan respiratory conditions because of which is the toughest emission We’ve also created a new multi- Mayor of London exposure to poor air quality. This is standard in operation anywhere on million-pound fund to support small simply unacceptable. earth. However, if we aspire to truly businesses, charities and low-income transform the quality of our air – and Londoners switch to cleaner vehicles The task of finding solutions to this preside over a steep and meaningful including electric. scourge is urgent. So, at City Hall, reduction in our carbon emissions –
4 5 of the vehicles and charging much longer to charge a vehicle. Executive summary infrastructure, the behaviour of In both cases, on-street provision drivers is still evolving, making needs to be carefully balanced it challenging to plan for future against concerns about meeting Through this delivery plan, we believe we can infrastructure needs. accessibility needs, and the density of street furniture and traffic on be confident there is a clear way to provide the The London context London’s roads, in line with the right type and amount of charging infrastructure London is recognised as one of 25 Mayor’s Transport Strategy. EV capitals that together are home to serve London’s needs. to around half of all EVs worldwide.3 There has been significant public Sales of EVs, both pure battery electric investment in charge points in London (BEV) and plug-in hybrid (PHEV), in from the origins of London’s first public Background London are growing year on year. In charging network, Source London in 2018, EVs accounted for 2.81 per cent 2011 to the lamppost and freestanding of sales in London – higher than the charge points being installed today The Mayor’s Transport and the UK now plug-in, and one in every UK average of 2.13 per cent.4 via the Go Ultra Low City Scheme Environment Strategies set out a 36 for London. However, barriers (GULCS).6 Transport for London (TfL) clear commitment to zero emission to more widespread uptake remain. EVs in London are supported by a has also committed to installing 300 road transport, and to a zero carbon Consumer awareness and perception, range of charging infrastructure, rapid chargers by the end of 2020. The city by 2050. This is a priority given range, availability of vehicles and cost ranging from rapid DC chargers, to private sector is investing as well, and the significant impact London’s toxic of vehicles are all factors, but the slow to fast AC chargers.5 The current the commercial case is set to improve air has on health and social justice for availability of charging infrastructure – mix of charging infrastructure helps further, with growing zero emission Londoners. The Mayor has declared real or perceived – is considered to be to accommodate today’s technology fleets of taxis, private hire and other a climate emergency and his ambition the most immediate barrier to tackle and to facilitate different uses. Rapid key user groups. However, initiatives is for every new car or van registered at the city level. The Committee on chargers are costly per unit but offer to remove barriers and improve the in London to be zero emission from Climate Change has recently reported the fastest charge time, whereas slow conditions for accelerating investment 2030, meeting the ambition of the that the expansion of EV charging to fast AC chargers cost considerably are critical to facilitate and speed up Committee on Climate Change and networks and grid capacity is key to less to purchase and install, but take growth in this sector. sooner than the national goal of facilitating growth of EVs.2 2040 as set out in the Government’s Road to Zero.1 To achieve this will Private home (or workplace) charging require a significant shift in mindset, is expected to be preferred for many Figure 1 vehicles and infrastructure, supported car owners across the UK, as well as London’s transition to by legislation. having some particular advantages as zero emissions set out in Road to Zero. This is also the London has a growing electric bus case in London, but there will also be fleet, zero emission-capable taxis and an important role for public charging other electric vehicles (EVs) such as infrastructure, both because of car- private hire and vans already in use owning homes without off-street Private vehicles Buses Taxis on London’s roads, in greater numbers parking, a rising gig economy, and 20,600 165 1,700 than any other UK city. high-mileage vehicles such as taxis and EVs ZE ZEC private hire that will require charging Numbers of EVs are increasing, with throughout the course of a day. Owing one in every 47 new cars registered in to the rapidly changing technology
1 The Road to Zero: Next steps towards cleaner road transport, HM Government, 2018 4 Plug-in EV = Battery electric (BEV) + Plug-in Hybrid (PHEV); vehicle segments include cars, www.gov.uk/government/publications/reducing-emissions-from-road-transport-road-to- motorcycles and LGVs, DfT Statistics, Datasets VEH0130, VEH0131, VEH0150, VEH0260, zero-strategy VEH0354, VEH0454 2 www.theccc.org.uk/wp-content/uploads/2019/05/Net-Zero-The-UKs-contribution-to- 5 Rapid DC is defined here as DC50kW+ (CCS + CHAdeMO/Supercharger) or AC 43kW+. stopping-global-warming.pdf Slow to fast AC is defined here as a 3-22kW charger. See Glossary for further details 3 www.theicct.org/publications/ev-capitals-of-the-world-2018 6 www.londoncouncils.gov.uk/our-key-themes/transport/roads/gulcs
6 7 Image 1 The Mayor addressing delegates at the launch of the EV Infrastructure Taskforce
The Mayor’s EV Infrastructure Taskforce
In May 2018, the Mayor established The taskforce has been informing and long-term requirements, progressing yy Individual meetings with groups a world-first EV Infrastructure steering the development of a delivery towards the Mayor’s Transport of taxi stakeholders, private hire Taskforce with experts from both plan, to identify and deliver the level Strategy goal of a zero emission stakeholders, car manufacturers and the public and private sector who and type of charging infrastructure transport network by 2050. EV infrastructure investors collectively have the knowledge to that London will need to accelerate help unlock barriers to expanding the switch to EVs up to 2025. The Since May 2018, we have held a yy Round-table discussions with charge charging infrastructure and focus is on the medium rather than series of taskforce workshops to point manufacturers and operators, accelerating the switch to EVs in the long term, as taskforce members inform the delivery plan, discussing car and van sharing representatives, the Capital. The taskforce consists agree that, due to rapid change in this user needs, land and energy issues, and a business leaders’ round-table of representatives from business, industry, to make firm plans now for and financial models. We held meeting organised by taskforce energy, infrastructure, Government the longer term is not advisable. The further, more targeted, stakeholder member, London First and London boroughs and, over the decisions we take now, and the level meetings and round-table discussions past year, they have been supported and type of provision installed in the to solidify our understanding of by contributions from more than 350 medium term, will help to shape the specific user needs and what stakeholders from in excess of way the switch to EVs grows across stakeholder groups wanted the 140 different organisations. London, and therefore influence the taskforce to deliver. These included:
8 9 The delivery plan
As it is likely there will be a mix of This report recognises that both types of chargers the numbers of infrastructure is currently a chargers are likely to be somewhere in barrier, be it real or perceived, between these ranges. It is important to the switch to EVs, although to note that the wide range in the it should be noted that there numbers of charge points is largely are other barriers that will have driven by commitments from the a large influence. Notably, EV private hire sector to transform their supply in the UK is currently a fleets to be zero emission and other constraint, and unless this issue is factors such as the cost and supply resolved, this will continue to be of vehicles improving. The total a limiting factor. It may mean that number of rapid charge points our low EV growth scenario, or required would reduce further should even lower, is a real possibility. charging speed capability of new vehicles increase to accommodate The modelling for this plan gives ultra-rapid charging (100-150kW+). us confidence the current delivery schedule in London by the private These estimates have been derived and public sector, consisting of over from a modelling exercise, which took 300 rapid charge points and over into account uncertainties including 3,500 slow to fast chargers by the the rate of the switch to EVs, charging end of 2020, will be sufficient to deal behaviour and charger utilisation. with the expected uptake of electric Because of the uncertainties of these vehicles. By 2020, using prudent EV variables, and so to avoid the risk uptake assumptions, we could need of ‘predict and provide’, the taskforce around 200 to 400 rapid charge points did not recommend a prescriptive, and 3,400 to 4,700 slow to fast charge target-based approach to 2025. points. By 2025, with EV uptake in line Instead, the focus is on addressing with the Mayor’s Transport Strategy the barriers to scaling up existing and London’s 1.5 degree plan, this infrastructure in a way that takes could rise to between 2,300 to 4,100 account of the need to ensure rapid charge points and 33,700 to London’s streets are ‘Healthy Streets’7 47,500 slow to fast charge points. The and do not contribute to congestion. expectation of the taskforce is that the numbers of points suggested in the A common concern is that EVs will report would be delivered primarily by put too much strain on the power the private sector but further support supply and will cause the system to from the Government may be needed. fail. However, evidence provided by the National Grid and local distribution networks suggests that this can be effectively overcome through better coordinated and ‘smarter’ use of our power networks. Image 2 Shirley Rodrigues, Deputy Mayor for Environment and Energy, addressing delegates 7 The Healthy Streets Approach is the system of policies and strategies to help Londoners at the launch of the EV use cars less, and walk, cycle and use public transport more (see content.tfl.gov.uk/healthy- Infrastructure Taskforce streets-for-london.pdf) 10 11 Table 1: Six central challenges to delivering more EV infrastructure: The overall insights, findings and recommendations of the taskforce are:
yy We are frontier planning, with many – To improve the spread of these across Category Challenge unknowns and rapidly changing London, the next phase of delivery technology. Our findings must be should focus on at least five flagship Land and energy 1. Ability to secure suitable charge point locations given competing demands understood within this context. EV rapid hubs, one in each sub region of and London’s limited land availability driver behaviour is evolving and we must London, with the first by 2020, subject 2. Long lead times and complexity of installation be cautious to avoid stranded assets to funding and EV growth. These 3. Cost of energy grid upgrades (out of date technology). This is the would be in off-street locations, easily first time a city has undertaken such a accessible and with high throughput Operational/users 4. Lack of confidence in the availability of convenient charge points (ie, perception comprehensive exercise to understand that all are already in use or broken down, or not in convenient locations) likely future EV infrastructure needs and – To improve overall coverage of 5. Unfamiliarity with the experience of charging – perception that it is confusing, it is hoped that others will also benefit rapid chargers, additional rapid complicated and inconvenient from the work of the taskforce chargers should be prioritised to serve 9 Investment 6. Uncertainty about what type of charger is needed, concerns about obsolescence – London’s town centres. This could uncertainty reluctance to invest until there is more confidence in the charging model yy Public charge points should be open be in the form of hubs or single rapid to all, with a few exceptions, notably chargers, to primarily serve commercial for taxis in central London and other needs. As suitable sites along TfL’s specific, priority groups that need roads are increasingly difficult to We have identified six central type of likely infrastructure needed extra support due to mandatory find, we expect future sites to be on challenges to delivering more EV against a charter of commitments requirements and operational needs. This borough roads (or off-road) infrastructure (see Table 1). to roll out EV infrastructure and increases public confidence in charging support for the industry. infrastructure and also boosts utilisation, – The private sector should adopt these This delivery plan for EV infrastructure and therefore financial viability approaches going forward, and TfL will in London seeks to address these A key aim of the taskforce is to also be doing so for the remainder of challenges. We must provide consider what market conditions are yy Different types of chargers currently the 300 rapid chargers it will install in clarity for the medium term (to needed to embolden a commercial suit different user needs, and a mix of London by the end of 2020 2025), and inspire confidence that market and maximise the value of rapid and slower chargers will continue infrastructure will no longer be cited public funding. London has already to be needed to 2025. However, For slow to fast AC chargers as a barrier to transition to EVs for been subsidising EV infrastructure and different approaches are suggested for – The focus is on a) uplifting volume, those vehicles that need to use the role of the public sector is now rapid chargers and slower chargers: b) reducing the streetscape impact of London’s roads. This plan sets out beginning to move towards providing chargers, and c) exploring new models the framework, clarifying where we strategic direction and facilitation. For rapid chargers around deployment off-street (eg, car should focus our efforts. It includes This is not about distorting business – The proposed focus is on the parks in or around residential areas) actions to facilitate installation, models, but rather unblocking a development of rapid charging hubs,8 tackling the known challenges number of strategic barriers that which we see as serving primarily – The future favoured deployment model around land and energy issues, have been identified. high-mileage/business users who is strategic and demand-led, (not and finally it sets out the scale and need fast and available charging. desire-led) in order to improve Multiple charge points in known commercial viability and enable the locations serve to increase consumer private sector to take over delivery confidence that they will find a reliable and available charger
8 Defined as ‘a minimum of six rapid chargers enabling simultaneous charging of six+ vehicles’ – further definitions of types of rapid hubs can be found in Chapter 4 9 Town centres as defined in the London Plan (approx. 200)
12 13 Table 2: Enablers to facilitate charge point delivery
Category Enabler Date
Facilitate 1. Deliver London’s first rapid charging hub and support the From 2020 smoother roll-out of additional rapid charging hubs – in collaboration with installation and the private sector match supply with demand 2. Support shared business charging infrastructure Ongoing 3. New pan-London Co-ordination Body to facilitate and oversee Initiate in 2019 charge point installation Reduce energy 4. New online tool/ ‘heat mapping’ to identify energy grid constraints June 2019 barriers and where new charging capacity will be cheaper and easier 5. Explore alternative and smart power supply options, such as battery Ongoing storage, mobile charging and private wire networks Share knowledge 6. Publish guidance on charge point installation for both public and 2019/20 and maximise private sector potential of legislation 7. Publish guidance on future-proofing EV infrastructure to 2019/20 encourage investors 8. Promote better standardisation of charge points and vehicles, Ongoing interoperability of systems and data sharing
challenges to provision. However, if we We believe that this delivery plan, are to meet the scale of infrastructure with the identified enablers, research we might need in London – in any of and the charter of commitments, the modelled scenarios – we also need should provide confidence to fleets, investment and commitment from the businesses and London residents private sector. that there is a clear way forward to delivering the right type and amount As part of this delivery plan, we of charging infrastructure to serve set out a number of commitments London’s needs, accelerating the from both the public and private switch to zero emission transport. sector, gathered in a charter. This demonstrates the ambition and commitment to support the Image 3 What can we do to make this happen? delivery plan. However, more Q&A session at the must be done, and the final purpose launch of the EV of this work is to initiate a call to Infrastructure Taskforce The situation is complex, there are identified above. The following set of action, requesting more private sector numerous stakeholders involved ‘enablers’ has been developed and are organisations based or working in and the Mayor of London has summarised in Table 2. More detail on London to come forward with their limited powers and cannot impose how they will be taken forward is set own commitments to be part of the infrastructure deployment. However, out in Chapter 5. EV revolution in London, making it the there are a number of ways we leading EV city both in the UK can help facilitate charge point These activities will facilitate EV and globally. installation and unblock the barriers infrastructure by tackling current
14 15 1 Introduction and aims
The Mayor set up the EV Infrastructure Taskforce to address one of the key barriers to London’s EV transition.
1.1 Introduction
In his transport and environment the aspirations of the Committee strategies, the Mayor has set out on Climate Change. This ambition his ambition for London to be the lies in an overarching approach of greenest city in the world, alongside encouraging sustainable travel. The his vision for transitioning to a zero Mayor’s Transport Strategy sets the carbon future with a zero emission direction in terms of supporting transport network by 2050. This is sustainable travel and, in particular, a priority given the significant impact efforts to reduce overall car use and London’s toxic air has on health to enable more people to travel by and social justice for Londoners, walking, cycling and public transport. as well as the climate related to The health benefits of this are carbon emissions. multiple, from having more exercise Service. Business innovation has oversight, in the same way as the Image 4 and reducing health impacts, to also been forthcoming, with electric planning of an urban bus network Zero Emissions Capable At the national level, the Government cleaner air with reduced tailpipe delivery services from Gnewt, UPS or congestion charge scheme. taxi pulling in to use a has set out its aims for zero emission exhaust emissions, as well as the city and DPD, and demonstration projects However, the Mayor has very limited rapid charger transport in the Road to Zero, in which being a cleaner and more attractive such as e-FLEX12 to look at the vehicle powers to deliver on the strategy it calls for at least 50 per cent – and as place to live and visit. to grid charging market. London as it would require designating much as 70 per cent – of new car sales boroughs are progressing innovative existing premises and highway for and up to 40 per cent of new van sales For unavoidable trips, accelerating the schemes such as variable parking the provision of charge points. The to be ultra low emission10 by 2030. By switch to EVs is critical to delivering charges, zero emissions streets, and exception is that an elected mayor 2040, no new conventional petrol or this vision. London is already making Neighbourhoods of the Future trials. can make a request to the Secretary diesel cars/vans will be sold in the UK. progress with its growing fleets of of State to set regulations that Zero Emission Capable11 (ZEC) black A recent report by the International require large fuel retailers to provide The Mayor’s ambition is to accelerate cabs, electric buses and electric Council on Clean Transportation charge points, but this was only this target and to work towards all support fleets being used by Transport has recognised London as one of 25 enabled in the 2018 Automated and new cars or vans registered in London for London (TfL), the London Fire prestigious EV capitals, which together Electric Vehicles Act and is yet to to be zero emission by 2030, meeting Brigade and the Metropolitan Police are home to around half of all EVs in be tested. Otherwise, powers are the world. broadly limited to the Mayor’s spatial development strategy, the London 10 Ultra low emission vehicles (ULEVs) are defined by OLEV as vehicles that emit less than Plan, which can only set requirements 75g of carbon dioxide (CO2) from the tailpipe, for every kilometre travelled 1.2 Supporting policies towards 11 Zero Emission Capable taxis are defined by TfL as ‘having CO2 emissions of no more zero emission for new developments. than 50g/km and a minimum 30-mile zero emission range’ tfl.gov.uk/info-for/taxis-and- The roll-out of charge points in private-hire/ the Capital requires clear strategic 12 www.london.gov.uk/decisions/md2332-e-flex
16 17 To facilitate new investment in The draft London Plan sets out vehicles, including electric. The introduced in April 2019 and, by charging infrastructure, Government requirements for EV charging facilities ULEZ will be expanded to the rest 2021, only full EVs will qualify. is seeking to introduce a concept in residential development to provide of inner London in 2021. Emissions These policies strongly indicate the of charging infrastructure rights. 20 per cent ‘active’ and 80 per standards will also be tightened in direction of travel in London and are The Act also seeks to improve the cent ‘passive’13 provision of electric 2020 for heavy goods vehicles via already influencing travel and vehicle experience of using charge points by charging. Retail car parks must provide changes to the Low Emission Zone purchase choices. enabling Government to mandate rapid charge facilities, and operational (LEZ) which covers most of Greater a common minimum method of parking must provide suitable charging London. A van scrappage scheme has Since January 2018, TfL has only accessing public charge points, infrastructure for EVs or other Ultra also been put in place to help support been licensing new taxis (black allowing charging without a pre- Low Emission Vehicles (ULEVs). New these initiatives. cabs) that are ZEC and has offered existing contract; to compel operators or re-provided petrol stations must a decommissioning fund – recently to make the geographic location of provide rapid charge hubs or hydrogen There is a commitment in the Mayor’s significantly enhanced – to take their charge points publicly available; refuelling facilities. Transport Strategy and the London out of circulation some of the older and to mandate minimum technical Environment Strategy to support cabs that are the most polluting. specifications for connectors to Further specific supporting policies boroughs wishing to implement Zero Soon, PHVs will also be subject to ensure greater interoperability. This is by the Mayor of London include the Emission Zones (ZEZs), and to create similar emissions-based qualifications strongly supported and we would like introduction of the Ultra Low Emission a ZEZ in central London by 2025. A to be issued licences – as detailed in to see this carried out to improve EV Zone (ULEZ) in central London from new, phased, Cleaner Vehicle Discount the timeline below. driving and charging experience. April 2019 to incentivise cleaner to the Congestion Charge was also
Figure 2 Timeline of key related policies
Mayor’s Transport Strategy 2018 All newly All newly All PHVs All newly Road to Zero licenced taxis are licenced (under 300 TfL rapid licensed for registered cars All taxis Strategy 2018 zero emissions 18 months old) charge points first time and LGVs are and PHVs All newly registered London-wide capable (ZEC) PHVs are ZEC installed are ZEC zero emission are ZEC HGVs are zero emission ZEZ January 2018 January 2020 December 2020 2023 2030 2033 2040 2050
April 2019 2020 October 2021 2025 2030 2040 2050 Central Ultra First town centre Zero Expanded ULEZ Central At least 50% new car Inner London All new cars Low Emission Emission Zone (ZEZ) London ZEZ sales (and up to 40 per ZEZ and vans in Zone (ULEZ) cent of new vans) to be UK to be zero LEZ tightening in ultra low emission emission October 2020
13 Active spaces are fully wired and connected ready-to-use points at parking spaces. Passive provisions require the necessary underlying infrastructure to enable simple installation and activation of a charge point at a future date. See TfL website for further detail (tfl.gov.uk/info- for/urban-planning-and-construction/transport-assessment-guide/guidance-by-transport- type/electric-vehicle-charging-points)
18 19 1.3 What London is already doing to 2014 to enable improvement and yy 155 electric and 10 hydrogen fuel 1.4.2 Taskforce remit support EV charging infrastructure expansion of the scheme without cell buses already on the network At the launch, it was agreed that the Alongside the requirement that any further reliance on public subsidy. specific objectives of the taskforce new taxi being presented for licence TfL no longer manages the network. yy A further 90 electric buses would be to: would need to be ZEC from January due to join the fleet by the end 2018, TfL committed to putting in Further expansion of public slow of 2019 yy Evaluate research and analysis 300 rapid charge points by the end of to fast charging has more recently regarding the level of charging 2020, using £17.8m14 of funding from been set up via the Go Ultra Low yy From 2020, all new single-decker infrastructure required in London, the Office for Low Emission Vehicles City Scheme. GULCS is managed by buses procured for new contracts accounting for regional and (OLEV). TfL reached an intermediate TfL, the Greater London Authority will be zero emission national policies milestone late last year by achieving (GLA) and London Councils, who are 150 rapid charge points in the ground together rolling out even more street These funding streams have been key yy Explore the barriers and issues in November 2018. Around half residential charge points, having in supporting the public charge point to delivering charging infrastructure of these are dedicated to taxis, in received capital funding from OLEV network in London to date, but as in urban areas by contributing support of ZEC taxis. The vast majority (awarded in January 2016) which is numbers of EVs rise, we need to have to, and analysing, the outputs from of this initial batch of rapid chargers match funded by boroughs. a better understanding of how many the workshops have been sited along TfL’s roads A total of £5.2m of the OLEV funding more will be needed and who should (TfL manages approximately five per is allocated for residential slow deliver these. yy Consider the role of the public cent of London’s roads, known as the on-street charge points and a new and private sector in facilitating a Transport for London Road Network framework has been set up, including 1.4 The Mayor’s EV competitive market and partnership or TLRN). This has enabled the high standards for operators to Infrastructure Taskforce working, including land owners, speedy establishment of the core of meet. Much of the funding is going We are now at a critical point in charge point service providers and a strategic network, and we are now towards the smaller and more cost- the delivery of EV infrastructure, vehicle manufacturers beginning to see some rapid charge effective lamppost charge points, where we need to look at points go in along borough roads. and GULCS has already achieved its implementation beyond the initial yy Share any relevant knowledge or estimated target of 1,150 on street pump-priming that public funding can, research with the wider taskforce Historically, to provide slow charging residential charge points by the end or should, provide. This will require group, and keep abreast of any for all, the ‘Source London’ EV of 2020. industry, businesses and the public pertinent industry developments charging scheme was established by sector to come together to develop a TfL in May 2011. The scheme brought The GLA has also begun to provide shared understanding of how, yy Inform and steer the development together a number of disparate public charge points for its own fleets, when and where the next phase of a shared EV infrastructure and private charging networks from and has committed in the Mayor’s of charging infrastructure will be delivery plan (this document), across the Greater London area to Transport Strategy for all cars in delivered in the Capital. This can explaining the most effective form a single, publicly accessible the GLA support fleets to be zero only be achieved with cross-sector methods for delivery and the charging network for EV drivers. emission capable by 2025. The expertise and partnership working, scale of infrastructure required TfL initially acted as the operator Mayor’s Transport Strategy also set and this is the remit of the Mayor’s of the scheme, with responsibility an objective for zero emission buses, EV Infrastructure Taskforce. yy Share, promote and gain stakeholder for managing the Source London pledging that TfL will have a 100 per commitment to the delivery plan consortium and providing back office cent zero emission fleet by 2037 at the 1.4.1 Who are the taskforce? systems and services for members. latest (this includes more than 9,000 At a launch event on 31 May Heavy goods vehicles (HGVs) were Under the stewardship of TfL, the operator-run buses). The transition 2018, the Mayor of London considered to be out of scope, as the scheme grew from around 200 charge effort is well under way, with: invited industry leaders from technology for these vehicles is not points in 2011 to more than 1,400 in 16 organisations to join the EV well developed and therefore they are 2014. The management and operation yy All new double-deck buses Infrastructure Taskforce, chaired by unlikely to be a significant user group of the source London network was procured for new contracts the Deputy Mayor for Environment over the next five years, which is transitioned to the commercial needing to be hybrid, electric and Energy, Shirley Rodrigues. the timescale the delivery plan operator IER Bolloré in September or hydrogen by 2018 considers. Their needs for charging
14 This funding pot is made up from OLEV grants under the following funding streams: National Infrastructure Plan, the Ultra Low Emission Zone (ULEZ) Taxi Competition and a contribution from the Go Ultra Low City Scheme (GULCS) scheme
20 21 Taskforce members: and space required means that they Workshop 1 on understanding are unlikely to fit the charging models user requirements gave a greater – British Electrotechnical for cars and vans. The taskforce has understanding of typical user and Allied Manufacturers’ Association (BEAMA) however included engagement with characteristics, revealing that private the freight industry to understand users mostly travelled under 10 miles – Cross River Partnership their charging needs and barriers to a day whereas most commercial take-up for a range of vehicles, which users travelled under 75 miles a – Energy UK has informed the findings of the day. Different users experienced – Federation of Small delivery plan. different challenges such as parking Businesses (FSB) and streetscape-related issues, and Electric bicycles, scooters and had varied commercial requirements – Freight Transport alternative fuels have separate (importance of depot as well as Association (FTA) and distinct needs that are outside in-transit ‘opportunity’ charging). the core focus of the taskforce, – London Councils which is about providing charging Workshop 2 on land and power – London First infrastructure for EVs. Also out of constraints discussed, in terms of scope are autonomous vehicles, which land, the issues around planning – Mayor of London are being considered separately from consent, use of permitted this workstream by TfL, as it was felt development rights, shared land – Office for Low Emission Vehicles (OLEV) that within the timeframe (to 2025) it assets, utilising off-street spaces out is unlikely that we will see significant of hours and the merits of – Ofgem change in London’s vehicle make-up. partnerships or consortium approaches. In terms of energy, – Royal Automobile Club 1.4.3 Stakeholder discussions we explored the realities of smart (RAC) Foundation During 2018, TfL and the GLA charging and energy storage – Royal Institution of organised a series of major EV solutions, demand management Chartered Surveyors (RICS) Infrastructure Taskforce events, and ‘time of use’ incentives, including three key workshops, and issues around information – Society for Motor round-table discussions and a regarding network capacity. Manufacturers and Traders (SMMT) range of one-to-one meetings to engage as widely as possible with Workshop 3 on market models – Shell UK stakeholder groups. and financing focused on how important charge point utilisation – SSE Enterprise The three workshops were facilitated is and how this could be maximised. – Transport for in London between July and October We also covered the importance of London (TfL) 2018 to consult a wider group of reliability and minimising maintenance stakeholders on the need for public costs, the benefits of delivering – UK Power Networks charging facilities in London to 2025, alongside existing services, realistic (UKPN) the current barriers and potential payback periods, including lease solutions for roll-out, and the terms, as well as future-proofing. associated business case challenges The audience felt that public funds and opportunities they present. should be used primarily where little commercial opportunity exists – for social provision, equality and good coverage. Image 5 The Mayor of London and members of the EV Infrastructure Taskforce at the launch event at City Hall in May 2018
22 23 Figure 3 Lease / land owners Example of the breadth of stakeholders consulted for the EV Infrastructure Taskforce
Car and van share London boroughs
Consultants
Suppliers
Users
Charge point suppliers / operators BY MENZIES DISTRIBUTION
Vehicle technology solutions
Finance Other
optiminnovativeeyes energy solutions
24 25 Smaller, more focused, stakeholder The model has been based on Table 3: A selection of key meetings and stakeholder events beyond the core workshops, workshops included taxi and the best current understanding of which fed into this report private hire operators, charge point EV trajectories, vehicle/charging manufacturers, LoCITY members,15 technology, range of likely user Distribution Network Operators behaviour and charger utilisation. When What and who with Engagement summary (DNOs), existing charging network It has been formed from a range of operators in London and vehicle research, and stress tested with a June 2018 LoCITY working groups Presented on taskforce and offered for manufacturers and operators range of experts, including several stakeholders to join workshops (see Table 3). members of the taskforce. However, Aug 2018 – Meetings with vehicle Invited input and insight into EV user needs from it must be stressed that, consistent Feb 2019 manufactures their customers, discussion around future market Over the course of this work, we have with the nature of predictive and models coming out involved 350 stakeholders from more modelling, it cannot forecast with than 140 different organisations, certainty and its results should not Sept 2018 E-mobility Charging Conference – Presented on taskforce and its key activities. Milton Keynes Invited to feed in and comment across a broad range of areas including be treated as such. financing, manufacturing, academia, Oct 2018 Taxi trade representatives workshop Discussed taxi drivers’ charging needs for ZEC taxis consultancy and private business, Key insights from the model are Oct 2018 Private hire representatives Meeting to discuss private hire drivers’ needs, retail and public sector. This has provided in Section 3.2, with full workshop including specific mix of PHEV and BEV needs, enabled us to gather information from details provided in Appendix A. and typical PHV driver requirements the broadest possible base and shape Oct 2018 Infrastructure Projects Authority Discussed the process for the IPA’s Charging the development of this work. (IPA) meeting Infrastructure Investment fund (£200m fund, to be match funded to make £400m) 1.4.4 Modelling potential demand Oct 2018 Round-table discussion with High-level commitments from members were for charge points in London London Climate Business Leaders discussed and how they could help each other. A unique feature of the taskforce Keen to convince investors and those ‘up’ the work has been the development of an supply chain, the leasing companies and the innovative quantitative model which ‘parent’ banks aims to provide new insight into how Nov 2018 Round-table discussion with Update on taskforce and high-level outcomes from many chargers of which type may be London First members workshops. Introduction of Charter of commitments needed in London up to 2025. For the Nov 2018 – Zap-Map meetings A number of meetings to discuss data held by first time, the scale of these needs Feb 2019 Zap-Map and how we can use this to further our has been modelled for London and understanding of charge points in London this forms a key part of the evidence base used to move the understanding Dec 2018 Siemens round-table meeting: Discussions on the likely future for EV charging ‘Opportunities to develop the and key influences on the need for public of London’s EV needs forward. The London EV ecosystem’ infrastructure model may also provide a means to examine future activity against Dec 2018 BP round-table discussion ‘Whole Discussions around high-powered charging projections and revisit these if EV of value chain initiative on high- powered charging’ sales follow a different path to what has been assumed. Jan 2019 Round-table meeting with car- and Gave an update on taskforce process and van-sharing providers discussed unique charging needs and possible solutions for vehicle sharing Mar/April 2019 Meetings with investors in EV Overview of top-level findings and enablers tech and infrastructure and other selected stakeholders to talk through delivery plan findings May 2019 Charge point manufacturers and Comments on delivery plan and initial discussions operators round-table on futureproofing May 2019 Stakeholder workshop to present Overview of top-level findings and enablers the findings from the delivery plan 15 LoCITY is a TfL industry engagement programme helping the freight and fleet sector improve air quality and reduce carbon emissions https://locity.org.uk
26 27 2 The current situation in London
This chapter provides a review of the latest insights regarding electric vehicles and charging infrastructure, with emphasis on developments in London.
2.1 Electric vehicles
2.1.1 Categories and definitions PHEVs are zero emission depends of around 70:30.18 However, the yy The removal of the Government Image 6 For the purpose of this delivery plan, on the extent they are driven in BEV market in London is already well grant for most PHEV purchases On-street charger in use an electric vehicle (EV) is taken to zero emission mode. Some reports ahead of that of other parts of the UK from November 201823 in London mean a vehicle with a battery that can have highlighted concerns regarding – with BEVs comprising 48 per cent of be recharged by plugging into mains low actual use of zero emission mode new EVs registered in London.19 The yy Strong intentions have been electricity. This definition is taken to by PHEVs.16 type of charging infrastructure can communicated via London’s recent refer to both: also influence the type of EVs being policies around establishing ZEZs 2.1.2 London EV registrations used, as most PHEVs can only use in the Mayor’s Transport Strategy, yy Battery electric vehicles (BEVs), As of the end of Quarter 4 2018, a slower AC chargers.20 and removing the discount to the also known as ‘pure’ or ‘100 per total of approximately 20,62217 EVs Congestion Charge for all but pure cent’ EVs, which are always powered were registered in Greater London, The higher proportion of BEVs in EVs from 202124 by the battery reflecting around 0.69 per cent of the London is likely to increase further total vehicles registered in London. for the following reasons: Registration data for London provides yy Plug-in hybrid electric vehicles As indicated in Figure 4, new EV important context for charging (PHEVs), which combine a small plug- registrations have been growing year yy The cost and range difference infrastructure requirements, however in battery with an internal combustion on year across London and the UK, between hybrid and fully electric there is also significant use of London engine (ICE). Includes both parallel representing 2.81 per cent of new vehicles is reducing – with batteries roads by non-London registered and series plug-in hybrids (also know registrations in 2018 in London, getting cheaper and battery sizes in vehicles and vice versa. Analysis by TfL as range extenders) higher than the 2.13 per cent average BEVs increasing21 indicates that, on average, 74 per cent for the UK. of the vehicle kilometres driven on As BEVs can only run on the battery, yy PHEVs are more complex and London’s roads are driven by London they do not emit tailpipe emissions In the UK, PHEVs currently make expensive to maintain due to residents, whilst 62 per cent of and are dependent on charging, up a higher proportion of new having both electric and internal vehicle kilometres driven by London’s whereas the extent to which registrations than BEVs, with a ratio combustion powertrains22 residents are on London’s roads.25
16 New analysis of plug-in hybrid car mpg and emissions is expected to spark debate on their 22 PHEV engine, Making the Connection, The Plug-In Vehicle Infrastructure Strategy, OLEV suitability for fleet operation, The Miles Consultancy, 19 September 2017 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_ 17 Total EV registration, London, DfT Statistics for London, Dataset VEH0131 Vehicles include: data/file/3986/plug-n-vehicle-infrastructure-strategy.pdf Plug-in cars, LGVs and quadricycles 23 EV grant changes, Government website, www.gov.uk/government/publications/plug-in-car- 18 Data provided by the SMMT, 2018 grant-changes-to-grant-level-november-2018/upcoming-changes-to-the-plug-in-car-grant 19 Data provided by the SMMT, 2018 24 Changes to the Congestion Charging exemptions: tfl.gov.uk/modes/driving/congestion- charge/discounts-and-exemptions 20 However, the most popular Mitsubishi Outlander can charge rapidly 25 Source for percentage of residents using London’s roads from Analysis of Project Edmond 21 EV costs, Parliament Publications: https://publications.parliament.uk/pa/cm201719/cmselect/ data, City Planning, TfL cmbeis/383/383.pdf 28 29 Figure 4 First time registrations in London (% of total first time registrations) 2.1.3 Market offering capacity, corresponding to 150-200km Plug-in vehicles registered Model availability of range, whereas recently released for the first time in London 26 70,000 The number of EV models available models and near-term planned and UK has expanded significantly in recent releases typically are featuring London years. For passenger vehicle segments, 40-60kWh batteries and ranges 60,000 most mainstream car manufacturers greater than 250-300km. Premium UK now offer an EV model, with more segment vehicles have a further step 50,000 than 60 BEV or PHEV models available up in range, with Tesla Model S and to buy or lease in the UK across all Model X having 75-100kWh capacity, vehicle segments.27 The notable corresponding to >500km of range. 40,000 trends among new models coming to market and upcoming launches are Vehicle price 30,000 the increasing battery capacities and For both passenger vehicles and capabilities to support faster charger LGVs, EVs have operational cost rates. While the breadth of electrified advantages over traditional internal 20,000 models continues to increase, this combustion engine (ICE) vehicles due 5,309 5,184 does not yet correspond to availability to lower energy and therefore running 2,316 2,871 10,000 (2.72%) (2.81%) of supply, with continued evidence costs. However, the upfront price is 1,272 (1.16%) (1.41%) 259 of limited production runs and long higher and still a considerable barrier waiting times28 although this is 0 to adoption. 2013 2014 2015 2016 2017 2018 beginning to change as manufacturers catch up. Figure 5 demonstrates this price differential with a review of the For the light goods vehicle (LGV) prices of most popular passenger sector, the choice of EVs has been vehicle models for the different First time registrations in the UK (% of total first time registrations) limited for vehicle buyers until powertrains for different vehicle recently, although a number of segments. There is a move by car 70,000 61,293 new product launches in 2018, or manufacturers to shift from purchase (2.13%) announced for 2019, have created price to Total Cost of Ownership greater breadth in the marketplace. (TCO).29 This is to reflect tax and 60,000 49,077 The market for LGVs is very price other penalties, as well as the cost of (1.61%) sensitive, so take-up of vehicles with electricity (fuel). 50,000 a price premium tends to be slow. 38,293 While the upfront price of EVs is (1.20%) Vehicle range and battery size currently higher than equivalent 40,000 29,368 Vehicle battery sizes and range of ICE vehicles, prices are expected (0.93%) BEVs have been increasing over recent to continue to decline, with some 30,000 years, with earlier models of small and analysts suggesting cost parity of medium cars typically having <30kWh EVs in the early 2020s.30
20,000 15,397
10,000 3,904
0 2013 2014 2015 2016 2017 2018 27 EV database https://ev-database.uk/ 28 www.drivingelectric.com/kia/niro/e-niro/865/kia-e-niro-nearly-sold-out-lead-times-set- increase 29 From various meetings with individual manufacturers 26 DfT Statistics, Datasets VEH0130, VEH0131, VEH0150, VEH0260, VEH0354, VEH0454 30 Battery Electric Vehicles, Deloitte, 2018
30 31 Figure 5 Popular supermini cars Popular SUVs Review of approximate vehicle prices for popular 80 80 models across different vehicle classes and powertrain types. Prices 70 70 shown in £000s31
60 60 ICE
BEV 50 50
PHEV 40 40
30 30
20 20
10 10
0 0 Vauxhall Corsa VW Polo Ford Fiesta Renault Zoe BMW i3 Nissan Qashqai Kia Sportage Ford Kuga Mitsubishi Jaguar I-PACE Volvo Land Rover Range Tesla Style 1.5 TDCi Q90 ZE40 Outlander PHEV XC-90 T8 Rover Sport Model X 75D
Popular medium cars Popular executive cars
80 80
70 70
60 60
50 50
40 40
30 30
20 20
10 10
0 0 Kia Soul Ford Focus VW Golf Nissan Leaf Kia Soul EV Hyundai IONIQ VW e-Golf Kia Niro Mercedes C Class BMW 5 series Mercedes E Class BMW 530e iperf Mercedes Tesla Petrol 1.6GDi Style 1.5 Diesel 1.6TDi Diesel E 350e Plug-in Model S 75D
31 TfL market review, 2019
32 33 PHEV charge capability (kW) BEV charge capability (kW)
150 150 135 135
125 125
100 100
75 75
50 50 50 50 50 50
22 25 25 22 11 11 11 4 4 4 4 4 4 4 4 4 7 7 4 0 0 0 0 0 0 0 0 0 0 0 Audi A3 e-tron BMW 330e Hyundai Kia Niro Mercedes Porsche Panemera Toyota VW e-Golf Mitsubishi Renault ZOE R(Q) Nissan e-NV200 Nissan Leaf VW e-Golf BMW i3 Tesla Model S Tesla Model X Ioniq PHEV C350e S E-hybrid Prius plug-in GTE Outlander
Figure 6 2.1.4 Vehicle-charging capability to 11kW or less for many current of charge on arrival and power Review of charging AC and DC charging for BEVs BEVs and to 3.6kW or less for many acceptance curve of the vehicle. capabilities of selection of 32 and PHEVs current PHEVs. For example, a battery at 15 per currently available EVs It is critical to note that the speed cent, a low state of charge, will Max AC charge of charging for both AC and DC Battery size, chemistry and battery typically charge at a higher rate capability (kW) charging is not solely dependent on management systems determine the than one at 60 per cent. the potential charging speed of the potential for DC charging, meaning Max DC charge charger, but also on the vehicle and its that vehicles rated for use of 50kW A review of planned new EV model capability (kW) state of charge. The variety of charging DC rapid chargers would be unable to launches over the coming years capability is indicated across a range draw the maximum power potential indicates the majority of future of current EV models in Figure 6. of the higher powered 100kW+ DC BEV models facilitate a maximum chargers. This has implications for AC charging power of 11kW, and AC charging requires an on-board the future-proofing of infrastructure, typically at least 50kW DC charging, rectifier to convert AC power to which results in cautious investment. with a number of post-2019 launches DC required for battery storage. also supporting ultra-rapid charging The size of the on-board rectifier The rate of DC charge is also (100-350kW). limits the maximum AC charge rate dependent on the battery’s state
32 Abstracted from RAC Foundation, 2018
34 35 Battery degradation concerns EV manufacturers are continually There has been considerable debate improving battery performance over the impact of rapid charging on and reducing the impacts of battery life, with concerns raised over degradation and loss of capacity. potential for accelerated degradation. This is important for the potential These concerns have been role of rapid charging and the compounded by vehicle manufacturers next generation of ultra-rapid including caveats in battery chargers (100kW+) for EV users. warranties, often limiting the use of This is because, as charging power rapid charging or otherwise potentially increases, all other things being compromising warranted repairs. equal, more potential stress is However, research has indicated imposed on EV batteries, which that the negative impact of such could lead to accelerated ageing. charging behaviour is largely over- Technical challenges posed by ultra- stated. Authoritative studies in the rapid charging can be mitigated by USA, UK and Europe, as well as well- proportionally increasing battery documented open source information capacity, designing more effective from EV owners, have demonstrated thermal management (heating/ that battery management systems cooling of the battery pack) or with appropriate charging protection implementing more sophisticated strategies are effective at limiting protection when necessary. incremental battery degradation due to rapid charging.33, 34
33 SAE Technical Paper 2015-01-1190, Effects of Electric Vehicle Fast Charging on Battery Image 7 Life and Vehicle Performance, Shirk, M. and Wishart, J., 2015 Rapid charge point in 34 On the possibility of extending the lifetime of lithium-ion batteries through optimal V2G use in London facilitated by a flexible integrated vehicle and smart-grid system, Energy, 133, pp. 710- 722, Uddin, Kotub, Jackson, Tim, Widanage, Widanalage Dhammika, Chouchelamane, Gael, Jennings, P.A. (Paul A.) and Marco, James, 2017
36 37 Table 4: Categories of charging infrastructure
Category Type of power kW Type of connector Typical formats Points to note
Rapid yy Rapid charge hubs yy Fastest charge speeds (~22kWh in 30mins providing DC 50+ (CCS/ yy Fuel stations ~120km of range for 50kW rapid) CHAdeMO/Su- yy Taxi rest ranks yy Higher capital cost (~£50,000) and higher prices percharger) (20-40p/kWh)* AC 43+ (Type 2) – Most new BEVs can use rapid DC chargers – Maximum DC charge for majority of new BEVs is 50kW – Some premium models allow 100kW+ – Maximum DC charge of some PHEVs is 22kW – No DC charging for many PHEVs/older BEVs Concerns regarding battery degradation owing to use of rapid chargers are easing Destination yy Retail / public yy Slower speeds (~22kWh/~120km of range in 3 hours for a Slow to fast car parks 7kW fast charger and 6 hours for a 3.6kW slow charger) AC 3-22 yy Urban centre yy Lower capital cost ~£4-6,000 for a fast charger and as low as (Type 2) streets £1,000 for a slow charger yy Leisure centres yy Lower prices (9-15p/kWh) yy Hospitality yy Streetscape impact will limit on-street mass deployment y Residential yy Charge pillars y All EVs can use a form of AC charging, however – Maximum AC charge of many PHEVs is ~3.6kW Slow to fast yy Lampposts AC 3-22 – Maximum AC charge of many BEVs is 11kW yy Pop-up/ kerb (Type 2) – Some exceptions allow 22kW chargers Private yy Home Varies yy Workplace yy Depot
Image 8 2.2 Charging infrastructure Publicly accessible Not publicly accessible Slow charge point being installed in London *Indicative pay as you go price range 2.2.1 Categories and definitions In this delivery plan, we have There are many ways to categorise categorised what we believe the charging infrastructure, including dominant charging formats are for charge speed, connector compatibility, London in Table 4. The three categories electrical current type (AC/DC) and of publicly accessible charging include Figure 7 location type (such as on-street/off- elements of both charging speed and Examples of the street residential, fuel station, retail, location (for slow to fast chargers). different categories of leisure and car parks). The fourth category, private charging, charging infrastructure as set out in Table 4 is critical in its effects on the demand for public chargers, but is not the focus of this report.
Rapid Destination Residential Private
38 39 2.2.2 Myth-busting power demand is relatively minimal, with way communication between the These mitigations are most relevant network concerns modelling described later in this car battery system and the grid. This for home- and office-based charging A common concern of many is that report suggesting an increase of the would ensure demand from EVs is and potentially for overnight on- EVs will put too much strain on the order of 1.3–2.5 per cent associated shifted to a less popular time of day, street-based charging, but less so for power network and will cause the with publicly accessible EV charging such as overnight between 22:00 on-demand, high-powered publicly system to fail. However, the evidence infrastructure in London in 2025. and 06:00, which would mean no net accessible charging such as rapids, provided by National Grid and local increase in power demand and no where sufficient grid capacity is distribution networks indicates that Power is a different concern as this concerns for the grid. established with installation. these concerns are either not material introduces a timing consideration, or can be mitigated with planning with potential for different levels of and introduction of coordinated impact across the power system. Both smart response. the National Grid and the DNOs must ensure there is sufficient ability to The power system involves four main deliver power above the demand of components. First, generation ie, users at any given time. This concept where electric power supply originates is referred to as ‘headroom’ and when from power stations. Secondly, a part of the network is exposed to transmission ie, where power is more and more incremental demand at delivered in very high volumes a given time, the headroom decreases and voltages from power stations to a point that the operator needs to substations in urban centres; to upgrade that part of the network. this component is managed by the This assumes everyone getting home National Grid. Thirdly, the distribution from work and plugging in their EV network, where power is delivered simultaneously at 6pm on weekdays. from these substations to final customers at lower voltages; DNOs are typically more exposed this component is managed by to this than the National Grid as Distribution Network Operators there is a statistically greater chance (DNOs) such as UKPN and SSE in that one of the larger number of London. Fourthly, consumption ie, smaller distribution substations could where power is used by households, experience a loss of ‘headroom’ businesses and public bodies. than the larger transmission-level substations, where a much greater In addressing the concern that EVs number of vehicles would have to will put too much strain on the charge at once. power network, it is first important to distinguish between power and Network operators monitor activity energy. Put simply, energy provides and work to forecast demand to the ability to do something, and anticipate potential ‘headroom’ power is the rate at which energy hotspots to ensure upgrades can is delivered. Energy can be stored, be performed in advance, but this whereas power cannot.35 is not the only mitigation tactic available. Smart charging, which is Overall, energy is not considered already being introduced to charging a concern. It can be shown that systems, enables controlled timing the scale of increased total energy of charging to occur through two- Image 9 Slow charge point being installed in London
35 In the context of electricity, energy is typically measured in kWh (or MWh, GWh, TWh), whereas power is measured in kW (or MW, GW, TW)
40 41 Image 10 Rapid charger screen
2.2.3 Deployment in London over the last five years. Figure 12 London, showing a reasonable spread activity, including the setting As of December 2018, London has indicates the deployment ramp- already of rapid chargers, especially and monitoring of targets for the 2,400 publicly accessible charge up since 2015 for the different in central London. identification of possible sites in each point devices spread across 1,230 charger types, shown in numbers borough. To date, boroughs have locations.36 Of these, approximately of connectors (sockets) rather than As indicated in Figure 13, much identified more than 500 additional 200 are rapid DC chargers and 2,200 numbers of charge points or devices. of the programme to date has potential rapid charge point locations are slow to fast AC chargers. involved installation on TfL land, across London. Rapid chargers on the red routes and private land, Figures 8 to 11 graphically represent Rapid deployment is seen to be a because of the need to ensure Slow to fast chargers the publicly accessible chargers in recent feature, with the majority of sufficient infrastructure ahead of the Figures 10 and 11 provide a graphic London. Outer London has 56 per rapid chargers attributed to the TfL requirement for ZEC taxis, and these representation of the current cent of rapid chargers and 51 per Rapid Cap Charging Infrastructure sites were easier to bring forward distribution of slow to fast charge cent of slow to fast chargers. Charger project (TfL RCI project), which has quickly. To help speed up roll-out points in London. provision is typically denser in inner achieved installation of over 175 rapid of more rapid charge points on the London boroughs. chargers as of May 2019, of which borough road network, London approximately 40 per cent are taxi Councils’ Transport and Environment Deployment of charging infrastructure dedicated. Figure 9 provides a graphic Committee has formed a member- has been increasing across all types representation of rapid chargers in level sub-group to oversee borough
36 Zap-Map, December 2018: www.zap-map.com
42 43 Figure 8 Figure 10 Map of publicly Map of devices with accessible EV charge fast connectors in points in Greater London37 Greater London39
Slow Chargers Fast connectors
Fast Chargers TLRN
Rapid Chargers
TLRN
Figure 9 Figure 11 Map of current rapid charge Map of devices with points in Greater London38 slow connectors in Greater London40 Rapid Chargers Slow connectors TLRN TLRN
37 Zap-Map database, February 2019: www.zap-map.com 39 Zap-Map database, February 2019: www.zap-map.com 38 Zap-Map database, February 2019: www.zap-map.com 40 Zap-Map database, February 2019: www.zap-map.com
44 45 Figure 12 Rapid connectors Slow connectors Deployment of charging infrastructure connectors, 2,500 2,500 2015-Feb 201941
2,250 2,250 Rapid connectors
Fast connectors 2,000 2,000
1,750 1,750 Slow connectors 1,588 1,490 1,500 1,500
1,250 1,250 1,030 1,000 1,000 804 831 750 615 651 750
500 500
250 138 250 77 113 0 0 2015 2016 2017 2018 2019 (to date) 2015 2016 2017 2018 2019 (to date)
Fast connectors
2,500 2,220 2,250 2,250
2,000 1,770 1,750
1,500 1,335 1,250
1,000 923
750
500
250
0 2015 2016 2017 2018 2019 (to date)
41 Note data is cumulative over time. Connectors differ from charger devices as a charging device may have multiple charger connection types. For example, rapid charge point devices typically have three connectors per device and this does not correspond to the number of vehicles that could charge from a single device at the same time. Source: Zap-Map, February 2019
46 47 TfL rapid devices by location type
90 82 80
70
60
50 43 40 31 30
20
8 8 10 6
0 TfL highway Private land TfL land Borough highway Borough land Taxi rest rank
Figure 13 Total number of TfL rapid devices TfL rapid devices by location type, as of May 201942
Taxi only
Public
40.5% 59.5% 72 178 106
Image 11 Rapid charge point
42 Analysis of TfL rapid chargers in March 2019
48 49 Figure 14 Average charge events per day Average charge duration (minutes) 2.2.4 Charger utilisation The spread of use for the chargers Comparison of utilisation Utilisation is a key determinant that are part of the TfL RCI project for different publicly 3.0 2.8 250 of economic viability of charging can be seen in Figure 15. A wide accessible charger types 224 220 43 infrastructure and can be considered spread is observed, with 27 per cent in London 2.5 200 in a number of ways: of chargers currently averaging less Greater London than one charge per day. There are a 2.0 1.8 yy Number of charges: this considers significant number of chargers that are 150 UK the number of visits by vehicles, used very frequently, with 33 per cent 1.5 but does not consider visit duration averaging five or more charges per 100 and energy consumed, which can day, with the most popular chargers 1.0 0.8 0.7 vary significantly being used up to an average of 17 50 44 40 0.5 charges per day or 10.5 hours of yy Plug-in time: this considers the plug-in time. Utilisation data indicates 0.0 0 average duration a vehicle is higher demand for chargers in central Rapid Fast Rapid Fast connected for in a given charge event and inner London. This can most likely be linked to core taxi operating Average daily plug-in usage (minutes) It should be noted that, for the areas as a core current user group. It reasons described in the section on is also noted that utilisation across 250 vehicle charging capability, actual chargers has been steadily increasing charge rates are often less than since deployment of TfL rapid
200 maximum charge rates and therefore chargers began in September 2017. 176 actual electricity transfer is dependent 156 on the state of charge on arrival and 150 123 duration of the charge.
100 72 Figure 14 shows the current utilisation between fast and rapid 50 charger types in terms of average number of daily charges and average 0 charge duration. Rapid Fast
Figure 15 Average number of 40% charges per day at TfL Rapid 35% 33% rapid charge points44 30% 27% % of TfL RCI project charges 25%
20% 14% 15% 10% 10% 10% 5% 5%
0% <1 1-2 2-3 3-4 4-5 5+
43 Zap-Map Quarter 4 2018: www.zap-map.com 44 Analysis of TfL rapid chargers for March 2019
50 51 2.2.5 Emerging trends in charging infrastructure capable of EV involves a system that enables power plant’, providing energy in charging infrastructure delivering such power. While this EV charging to be automatically lieu of generation during periods of Through the work of the taskforce deployment will grow throughout the controlled with minimal user input.48 peak demand or when renewables over the past year, a number of key early to mid-2020s, existing rapid This provides the EV with the ability are unable to provide the amount emerging trends have come to light charge infrastructure rated at 50kW to integrate into the whole power of power required at any time. which will influence the switch to EVs would still be accessible by the next- system in a grid-friendly and user- Demonstration of the technology is and the use of charging infrastructure. generation EVs (just not charging friendly way, allowing for adaptive currently under way in London49 and Change in this arena is happening at their maximum potential) and, of charging habits. across the UK to understand how fast, and having this knowledge and course, the existing fleet. Some rapid this would work in practice and understanding will help us in forming charger manufacturers are now future- Managed charging requires either its likely benefits – including value our approach, ensuring it is ‘no proofing by pre-equipping today’s the charge points or the EVs to streams, potential incentives and regrets’ and can be flexible should 50kW chargers with 150kW-capable be able to communicate current possible payments to EV users for the market take an unexpected turn. transformers, thereby mitigating some charging conditions and respond to participating in V2G. Overall, what we set out here has not of the future upgrade impacts. third-party control commands. This changed our expectation that rapid communication capability is already Battery swap chargers will meet user needs to Alternative power supply built into some charge points and EV battery swap technology has 2025, but that we should try to ensure and energy storage EVs, and potential systems are in been trialled in a number of countries that we invest in adequate power Connecting power to supply a trial phase and expected to become and across different vehicle types. supply to enable upgrades soon after. new charge point with electricity more widespread during the 2020s. The well-known tech start-up, Better Technologies such as mobile charging is normally facilitated by a DNO. In The Automated and Electric Vehicles Place – formed in 2007 – attracted may help with identifying gaps in the many cases, this is straightforward. Act 2018 empowers Government significant global investment and infrastructure, but are not a long-term However, in situations of high costs to mandate smart charging by way developed a network of battery swap solution in themselves. We will be of grid upgrade and long lead times, of secondary legislation, and from stations, designed initially for the continuing to horizon scan, testing there are alternative opportunities July 2019 all newly installed home Renault Fluence. The company closed and piloting some of the technologies such as private wire46 or energy EV charge points in the UK must in 2013, having tried to establish below to ensure that the most storage, which may result in a lower feature such communication-enabled toeholds and run pilots in probably appropriate solutions for London’s cost power supply and shorter lead technology to receive Government too many markets. Key challenges charging infrastructure are found. times. There are emerging examples grant funding. were the significant cost of battery of these working in practice. swap stations, and of establishing a Ultra-rapid charge points Vehicle to grid (V2G) extends the sufficiently standardised and readily- Progress is being made in the Private wire can have advantages concept of managed charging to removable battery across enough development and deployment of ultra- including cost, speed and commercial include bi-directional power flow, vehicle manufacturers and different rapid public chargers, with 100kW flexibility. Direct connection to large- whereby a vehicle’s battery can be EV models to sustain their business units already being installed, and plans scale electricity generation, such both charged and discharged while model. In China, a number of cities for 150kW ultra-rapid chargers, which as solar, avoids additional levies, plugged into a charge point. As the have trialled battery swapping for are effectively expected to become resulting in potentially cheaper energy numbers of EVs increase significantly, fleets of electric buses, but recent the new ‘standard’ rapid charge point. costs. Stationary energy storage is in aggregate – even with perhaps advances in ultra-fast charging and A number of the newest generation of a complementary approach, used to modest amounts of power being better battery management appear EVs can all charge at between 100kW store and buffer energy behind the transferred back into the grid – to have largely consigned battery swap and 150kW. In addition, the pan- meter using a lower power supply than this technology creates a ‘virtual to history. Europe ‘Ionity13’ network of 350 kW otherwise required. An example of this CCS chargers is due to begin being is the UPS depot in Camden, where deployed in the UK in 2019.45 an expandable battery storage and active network management system The time at which 150kW charging was installed to support electrification 45 https://ionity.eu/ will generally be accepted as ‘standard’ of the depot’s 170 delivery vehicles, 46 Private wire refers to connecting to networks other than the local DNO; examples include TfL depends on EV model availability avoiding costly upgrades to the (LU), Crossrail, Network Rail, local generators or directly to National Grid’s transmission-level and sales, but this is unlikely to be incoming power supply.47 substations before 2025. Arguably, any switch 47 www.edie.net/news/6/UPS-to-bolster-London-charging-infrastructure-with-ex-EV-batteries/ to such capable EVs in London may Smart charging and vehicle to grid 48 Recharging the Future, UKPN, 2018 generate customer expectation of Smart or managed charging of an 49 See www.e-flex.co.uk/v2g/ and www.london.gov.uk/decisions/md2332-e-flex#
52 53 New charging formats: potentially becoming a part of wireless charging the EV charging ecosystem. One Wireless charging is a technology of the first possible applications is successfully employed in low-power for taxis, which is the focus of the consumer products and specialised study to which TfL is contributing. industrial environments. It uses Among the challenges to overcome the principle of electromagnetic is the business case, and whether induction – where a magnetic field the convenience and automated generated by a high-frequency nature of induction charging is more alternating current in a primary coil attractive than any cost premium (or charging pad) induces the flow versus conventional (plug-in) charging. of electrical current in a secondary However, for some sensitive urban coil. In a vehicle, the receiving coil locations, the benefit of unobtrusive would typically be located under the (or less obtrusive) wireless charging floor – and when stationary over a infrastructure can have large charging plate embedded in a road or streetscape benefits. parking space, the vehicle’s battery is automatically charged without any New charging formats: driver intervention. mobile charging An emerging, alternative form of Wireless charging for EVs has been in deployment involves non-fixed development for a number of years infrastructure where energy is stored and demonstrated in several pilot in mobile battery units. The units projects (including on TfL’s bus route are essentially batteries-on-wheels, 69 in east London, as part of the EU which are pre-charged, then trailered funded ‘ZeEUS’ project). Retrofit and wheeled to a vehicle in need induction charging kits are available of charging. Example of this type of for a number of EVs in markets such deployment include BP, which in 2018 as the USA, but have not been offered invested in the US-based FreeWire by the car manufacturers themselves. Technologies, a manufacturer of yy Business model experimentation: They could feasibly also deal with Image 12 The cost associated with testing mobile charging units; more recently, the flexible deployment nature local grid constraints while waiting Example of a mobile rapid charge unit. Not yet in use in and validating such technology in an Volkswagen has announced that of the units could enable to install increased power capacity 52 automotive environment, issues with it will begin production of mobile businesses to test the viability the UK efficiency of energy transfer, plus lack EV charging units. Volkswagen has of deployment at different yy Battery second life: at current of standards, have meant that the indicated that these mobile units will sites before making the capital battery prices, it is anticipated time to introduce wireless charging theoretically be able to charge up to commitment of fixed infrastructure that the relative economics of as a mainstream offering has been 100kW, taking a vehicle around 17 this option will be at a significant far longer than anticipated. However, minutes for a full charge.51 yy Power requirements: the storage disadvantage relative to fixed the market is now moving closer to element of this category creates charging, but this could be reduced commercialisation, with premium car Given the relative economics of large opportunity for power to be drawn should lower-cost batteries, such makers (Daimler/Mercedes-Benz, battery storage and logistics of moving from less constrained areas of the as second-life batteries, prove an BMW) among the first planning to units, this category is not considered network and at less busy times. adequate alternative soon have wireless charging as a a large-scale, long-term substitute Mobile units still need charging, but factory-fitted option on certain of their for fixed charging infrastructure. this can be done at convenience. EVs – initially expected to be a home However, such units provide several charging convenience package. potential advantages, including: 50 https://apply-for-innovation-funding.service.gov.uk/competition/198/overview www.cenex.co.uk/press-releases/world-leading-wicet-project-launches-to-advance-wireless- TfL is a partner in one of Innovate UK’s yy Emergency charging: increasing charging-for-electric-taxis/ 50 wireless charging feasibility studies, options for charging to be brought 51 Mobile EV charging, Volkswagen to produce ‘mobile’ EV charging units, https://airqualitynews. looking at the opportunities, benefits to consumers will help provide com/2019/01/04/volkswagen-to-produce-mobile-ev-charging-units/ and obstacles to this technology confidence and reduce range anxiety 52 www.current-news.co.uk/news/bp-to-test-mobile-electric-vehicle-chargers-in-the-uk#close
54 55 Table 5: Examples of user ‘pain points’ when charging an EV
Charging stage Potential ‘pain points’ for users
Finding a charge point yy Not being able to locate charge points using common mapping tools yy Not knowing if it will be available when you need it yy Not being able to find it easily
Accessing it yy Finding it is already in use, or is blocked out by a vehicle that is not charging yy Discovering it is out of service or not working properly yy Not being able to connect to it
Charging from it yy Not knowing how to use it yy Not having the right account or payment method Image provided by Connected Kerb yy Being unable to get help or support when needed yy Not knowing how much it will cost to charge yy Feeling vulnerable or unsafe Image 13 2.3 User experience Example of slow yy Not having anywhere to wait in comfort (if charging during a journey) charge point Charging an EV requires a significantly point infrastructure and lead to a poor can obtain basic information on Having located a charge point, two different approach to how drivers overall experience. Some examples of the location of charge points, the of the major concerns for drivers currently refuel their vehicles. There these are illustrated in Table 5. type of charge and connectors they are whether they will be able to are many misconceptions about offer and the current and future physically access it and whether it owning and driving an EV, which often Discussions within the taskforce availability (during the day) of charge will be in full working order. mean that infrastructure is seen more workshops and subsequent points from multiple operators. of a barrier to take-up than it needs engagement with key stakeholders Zap-Map is currently the only In a densely populated city like to be. People often assume they will have identified a number of issues service to offer this, with EV drivers London, on-street parking is often need to plug a vehicle in overnight or that are already experienced for otherwise needing to rely on in high demand. Parking adjacent fully charge it each time, but these are those using charge points in London. information provided by specific to many on-street charge points myths that need to be overcome. Many of these are not unique to operators. With the number of is not restricted to EV drivers (for London and can be common to charge points increasing quickly, it instance through a marked charging As behaviours adjust, providing anyone relying on public charging is important that this information is bay) and access can be blocked by sufficient access to infrastructure networks in the UK. Examples of accurate and up-to-date. other vehicles that are not charging. remains a key issue. As well as ensuring the issues that will require a national For those where there are parking there is sufficient infrastructure approach include mapping charge The most commonly used mapping restrictions, there are concerns that available, it is essential that this is easy points, tariffs, common payment tools by drivers currently contain these are not always adequately to locate, access and be affordable if platforms and interoperability, as well only partial and often out-of-date enforced. Similarly, EV users complain growth in EVs is to be achieved.53 as standardisation of charge point information. This can lead to of others leaving their vehicles plugged connectors and cables. drivers being unable to find charge in after the vehicle is fully charged. At each stage of the charging process, points, or being unaware of nearby There may be mechanisms that we there are potential ‘pain points’ for 2.3.1 Finding a charge point charging options. could encourage, such as time-based users, which can each undermine There are currently very limited tariffs and booking systems raising the confidence in the adequacy of charge sources from which EV drivers 2.3.2 Accessing a charge point tariff beyond a set period, to control A key challenge is that drivers currently this better. lack confidence in the availability of 53 The Road to Zero: Next steps towards cleaner road transport, HM Government, 2018 convenient charge points.
56 57 The number of installed charge point. They also differ in their points that are not maintained in payment models, with some good working order has also been of requiring initial charges and concern across the UK, albeit with many offering a range of monthly some recent signs of improvement. subscription and pay as you go charge Analysis by Zap-Map in 2017 options (now mandated through the suggested that, at the time of its Automated and Electric Vehicles Act). research, nearly 15 per cent of all Some operators also offer pre-booking UK chargers were either out of for charge points (for example, Source service or only partially operational. London charge points can be booked The situation has improved, with the at least 40 minutes in advance). equivalent figure from 2018 analysis being 8.5 per cent of chargers (of Within London, where there are which nearly 7.5 per cent are entirely multiple operators, users may need out of service).54 But this continues to hold multiple accounts if they are to fall well short of the 99 per cent able to use their most convenient charge point availability reported for charging option. While some operators EV users in the Netherlands.55 offer a pay as you go option using a contactless payment, this is not Charge points out of service presently a universal option and represent a significant challenge to registration is still required. user confidence, which is further undermined by limited up-to-date The tariffs for charging from data on whether a charge point is different networks also vary and working. TfL’s rapid charger framework there are concerns from taskforce has set standards around faults and members and other stakeholders repairs and we have found the average that the cost to users is not always proportion of units typically out of sufficiently transparent. This, service is lower than five per cent. coupled with the multiple operating models, can add to confusion, as it The 2018 Automated and Electric is not always clear which charging Automated and Electric Vehicles journey is likely to include having Image 14 Vehicles Act provides the UK options offer the best economy. Act is the ability to ensure there somewhere warm and dry they can Rapid charge point Government with new powers to is greater standardisation in how wait (other than in the vehicle) and set reliability standards for charge These differences in payment models charging payments should be made, having access to toilet, food and drink point operators and this is one of the is viewed as being a particular issue and should lead towards standard facilities. The hub model (discussed measures set out within its ‘Road to for commercial fleet operators and payment mechanisms, although this in Chapter 4) is one way in which this Zero’ strategy. those who rely on their own vehicles has not yet been fully realised. could be delivered in London. for business as it adds uncertainty 2.3.3 The charging experience to charging costs and makes it more The experience of the driver while It is also important to ensure that users Each of the five largest charge difficult to charge from a public charge charging their vehicle is also an feel confident about the security of point networks in the UK operates point during a working day. important consideration – particularly their vehicle and themselves when differently, with customers typically when the driver is at a site for the sole they plug in to charge while away needing to obtain an a Radio- It is also an issue that has been purpose of charging. As a recent report from home. Examples could include Frequency Identification (RFID) identified by Government as an by the RAC Foundation highlights,57 a ensuring charge points are located in card,56 or to download an app area of concern. Among the new reasonable charging experience for a well-lit areas and ideally located close before they can access a charge powers to Government from the user stopping to charge during their to other activities.
54 www.zap-map.com/zap-map-survey-reveals-top-ev-charging-networks/, Zap-Map, 56 RFID uses electromagnetic fields to automatically identify and track tags attached to objects. August 2018 These have traditionally been used for EV charging 55 Development of the UK Public Chargepoint Network, RAC Foundation, 2018 57 Development of the UK Public Chargepoint Network, RAC Foundation, 2018
58 59 Figure 16 User needs Households with a car and no off-street parking across 3 62 London Boroughs The purpose of this chapter is to examine what is needed in terms of publicly accessible 10-15% charging infrastructure. 15-20% 20-25%
Developing such a perspective objectives of: i) providing sufficient 25-30% requires consideration of how demand charging infrastructure to stimulate 30-40% may grow, identifying the prime users confidence to switch to EVs; ii) with the most imminent need, what planning for a less congested and those users of EV infrastructure will less car-dependent future for London require and how these needs vary and iii) ensuring charge points are across London.58 well utilised and commercially viable beyond public sector subsidy (with We must also find the right balance limited stranded assets). between the potentially conflicting
3.1 Understanding charging needs
Accelerating the switch to EVs of EVs are able to charge their vehicle households have a car but don’t have remain the prominent method for will require potential users to feel off-street (typically from home).59 access to off-street parking.61 There most London residents who own an confident that there are adequate Their charging needs can mainly be is also significant variation between EV and can park at home, different charge points to meet their needs, met by charging from home (or from a boroughs. As illustrated in Figure users are likely to look to a different that these will be conveniently depot) – where overnight charging is a 16, this falls to under 15 per cent blend of charging methods to meet located and that they will be available convenient and low-cost option.60 of households in boroughs such as their needs. when needed. Bromley, Bexley and Havering, while For many businesses and residents in reaching more than 30 per cent in The key factors that influence charging To date, the vast majority of those in London, though, this is not an option. boroughs such as Waltham Forest, needs and charging behaviour of the UK who have been early adopters An estimated 24 per cent of all London Wandsworth and Hillingdon. different user groups are:
Therefore, access to nearby public yy The nature of vehicle use 58 A study that seeks to better understand charging behaviour and the associated implications is charging, or shared use of private (including daily mileage, routes, the Optimise Prime Project Location Suitability Study. This project has been formed by UK charging, is essential if we are to destinations, stationary time, Power Networks, Centrica, SSE Networks, Uber Technologies and Hitachi, and endorsed by the GLA, with the aim to find the optimal charge point network. The project will involve an ensure that charging is neither a frequency and predictability) injection of 3,000 electric vehicles on to London’s streets and then to assess drivers’ habits perceived nor real barrier to the to determine the best number of charge points, the most ideal locations and the peak times switch to EVs, particularly in inner and yy The type of EV (whether this is of charging. The consortia intend to share the insights from this study with others from the central London. a BEV or PHEV) automotive and technology sectors and Government officials to provide insights about the most efficient way to expand the EV network within London 59 Research by Systra for the Committee on Climate Change in January 2018 found that 93 per Learning from current EV users, we yy The battery range and charging cent of EV owners had access to off-street charging recognise it is important that public capabilities of the vehicles used 60 A review of consumer preferences of and interactions with electric vehicle charging charging facilities meet the volume, infrastructure, Transportation Research Part D 62, Hardman et al, 2018, p508-523 location, time of use and power yy The availability of private charging 61 London Travel Demand Survey (LTDS), TfL, 2015/16 to 2017/18 delivery requirements of EV users. options (eg, charging at home, 62 LTDS, TfL, 2015/16 to 2017/18 (data for City of London and Westminster were collected as While overnight charging is likely to workplace or depot) one small sample size in City of London)
60 61 We recognise that the charging yy At workplace/depot – off-street Table 6: Summary of charging behaviour assumptions by user.64 Further detail on how these assumptions have behaviour of early adopter users charging at a depot location or been used to inform the modelling undertaken for this plan can be found in Section 4 of Appendix A results from the vehicle and charging charging at a workplace car park technologies available at that time. charge point during the day From or near As technology develops and new EV home or at depot While ‘grazing’ or models are introduced, we expect yy ‘Grazing’ charging – charging User Vehicle (Slow/standard at the workplace ‘On-the go’ or in-transit the relative importance of these a vehicle whenever the opportunity category type charge) (Any charge speed) (Typically rapid charge) factors will change. For example, arises (eg, while parked to go recent research by UKPN63 suggests shopping, on business or making Rarely to occasionally (depending on Occasionally to daily that drivers are more inclined to plug a delivery) BEV their car in when the battery level Regularly to mileage and access (depending on mileage) Company nightly (during to depot charging) reaches low, rather than plugging in yy ‘On-the-go’/in transit – where fleet LGVs every night. This behaviour supports the primary purpose is to working week) Occasionally the charging advice of vehicle charge the vehicle, so speed and PHEV Rarely or never (where vehicle supports) manufacturers, but contradicts availability are very important the current perception of non-EV – either during a journey or users. The capacity of the battery is as needed to ensure there is Regularly (depending on therefore a key factor in determining adequate charge to complete daily Privately BEV Occasionally to regularly daily mileage and ability to Regularly to how regularly a vehicle is charged. As activities (eg, at a rapid charge owned LGVs (depending on the nature charge from or near home) nightly (during behaviours normalise, over time range hub or rapid charge point) (including the and length of the stop and working week) anxiety will become range awareness. ‘gig economy’) access to home charging) Occasionally For each behaviour, we then present PHEV Summary of key user needs how regularly we expect each group (where vehicle supports) We have identified six key groups of will generally charge in this way: users of EVs in London and examined Regularly to daily their specific charging needs in greater yy Daily – used most days/nights Nightly (during (depending on daily Taxi Any Rarely or never depth (see Table 6). These have working week) mileage and ability to been determined through engaging yy Regularly – used at least once charge from or near home) stakeholders in Workshop 1, and with per week the taskforce members, as well as Regularly to daily being supported with evidence from yy Occasionally – used on an Nightly (during (depending on daily Private hire Any Rarely or never TfL and wider studies of EV use in ad-hoc basis, less than once per working week) mileage and ability to London and beyond. week on average charge from or near home)
User needs are summarised in Table In the discussion that follows, Regularly 6, which shows typical charging we explore the needs of these BEV (dependent on vehicle behaviours for each user group: groups in greater depth, including Shared Occasionally to regularly and business model) the implications on charger vehicles Regularly to daily (although dependent on (eg. car clubs) business model) yy From/near home – slow requirement as a result of their Regularly PHEV charging from home, or from individual user need. (where vehicle supports) a nearby slow charging point (eg, a lamppost charger) Occasionally (depending Occasionally to regularly on use of vehicle and (depending on use of BEV Regularly ability to charge from or vehicle and ability to near home) charge from or near home) Private cars Occasionally to regularly (depending on use of Occasionally PHEV Regularly 63 Recharge the Future Project, UK Power Networks, 2018 www.smarternetworks.org/project/ vehicle and ability to (where vehicle supports) nia_ukpn0028/documents charge from or near home) 64 Findings from EV Infrastructure Taskforce Workshop 1, June 2018
62 63 here is derived from insight from the (for example, in a client’s car park, or taskforce workshops. driveway, or in a residential street).
i) Company fleets Key implications for the delivery plan: private charging (eg, from a Larger fleet owners are likely to depot) is likely to be desirable for seek their own depot-based private most companies’ needs, but grazing charging solutions and minimise the opportunities during the day (eg, at use of public charge points. The use fast or rapid chargers) will be needed of company fleets during working for some. hours will vary depending on the organisation. Typically, there is ii) ‘Gig economy’ expected to be sufficient time for an overnight charge. With the growth of the ‘gig economy’, an increasing number of privately Higher-mileage delivery vehicles, owned vehicles are being used however, are likely to require some commercially for deliveries and access to public charging throughout servicing. Owners of these vehicles the day (for instance those delivering will face similar charging challenges from stores or warehouses in outer to owners of private cars. Vehicles London to customers across the city), are often parked at or near home with little stationary time during a overnight and many owners will shift. With businesses wishing to be equally as dependent on public minimise time lost to charging during charging to meet their requirements. a shift, they are likely to prioritise access to rapid charge points. With many of these vehicles being used for higher daily mileages than Smaller businesses are likely to be private cars, they are likely to require most price-sensitive in their charging more regular overnight charging. decisions and are expected to Time pressures will apply to high- require greater access to public slow mileage delivery users who need charging. Those taking advantage to charge during their working of the Mayor’s new scrappage day so rapid charge points will be scheme for ‘micro-businesses’ for required. Servicing drivers may seek Image 15 3.1.1 Light goods vehicles There are a wide range of different diesel vans that do not meet the to top up their vehicle charge levels Electric van in use LGV traffic in London has been users who drive LGVs on a daily basis. new central London ULEZ67 (who opportunistically (as described above) in London steadily increasing since the 1970s These can be broadly split between are interested in going electric) are when at work. and now represents one fifth of all the drivers of vehicles that are part likely to need confidence that there road traffic. This is driven in part by of a company fleet, and those who are sufficient options available to Key implications for the delivery demand for quicker and more flexible own their own vehicles and use these charge between shifts and the ability plan: access to public charging will deliveries and servicing, and reducing commercially. The majority of vans to charge opportunistically during be important for many private goods nearby storage space.65 Tackling the (56 per cent) are in private ownership the day. For small company service vehicle owners, along with access rise in LGV traffic is one of the major rather than company owned.66 vehicles, this could mean charging to grazing and short rapid charge policy goals of the Mayor’s Transport while they are parked on business opportunities during the day. Strategy, which includes measures to The distances travelled and private improve the efficiency and alter the charging options available to these timing of deliveries in London. It is different LGV user groups will vary 65 Mayor’s Transport Strategy important that investment in charging considerably. There is limited up-to- 66 Roads Task Force – Technical Note 5: What are the main trends and developments affecting van traffic in London?, TfL, 2013 http://content.tfl.gov.uk/technical-note-05-what-are-the- infrastructure reflects this priority – date data available on the specific main-trends-and-developments-affecting-van-traffic.pdf especially in congested areas. travel behaviours and different types 67 GLA press release on scrappage scheme, 18 December 2018: www.london.gov.uk/press- of van user, so much of the discussion releases/mayoral/mayor-announces-scrappage-scheme-for-vans-0
64 65 Figure 17 rapid charging is expected to remain 3.1.3 Private hire vehicles (PHVs) Taxi driver licence particularly important to support high Private hire drivers switching to registrations by 68 daily mileage – not least for the third EVs share similar charging needs postcode district of drivers who commute into Greater to taxi drivers, but with some 1-25 London from outside. notable differences. 25-50 Convenient access to rapid charge The number of PHVs licenced in points for taxi drivers is needed across London has increased dramatically 50-100 London, but is likely to be especially in recent years, from approximately 100-250 important within central and inner 50,000 in 2012/13 to nearly London. Recent taxi customer surveys 90,000 by 2017/18.73 Private hire 250+ suggest that over three quarters of drivers are likely to be earlier adopters taxi journeys begin here, and two of EVs than many car users, with a thirds have a destination here.72 Taxi new requirement from January 2020 stakeholders identified to us the that all PHVs licensed for the first particular need for rapid charge points time in London will need to be zero in the Congestion Charge zone as this emission capable. Local operators is their main area of operation. are therefore already planning for the replacement of vehicles with EVs. Access to charge points is key, so The largest of these, Uber, recently multiple rapid chargers in easily stated that its ambition is to have accessible locations will be 20,000 EVs in London by the end of required in the future as EV taxi 2021 and for all vehicles to be EVs by use increases to avoid queues. It the end of 2025.74 is important to remember that as EV use becomes more mainstream, A greater proportion of PHV drivers behaviours will change and drivers (when compared to taxi drivers) will get used to thinking ahead, live in areas of London where only topping up for shorter periods and a minority of homes have off-street 3.1.2 Taxis (black cabs) Taxis typically have a high daily using apps to ensure they do not have parking (Figure 18). The majority of As with most vehicles that are mileage. A survey of drivers conducted to waste any time. private hire drivers will therefore individually owned, taxis are typically for TfL in 2016 found that drivers not be able to charge their vehicle at parked at or near to the driver’s travelled on average 98 miles per work Key implications for the delivery home, so public charging provision home between shifts, providing an day (including commuting distances), plan: taxis are a priority user of will be required in residential areas to ideal time to charge. It is expected with two-fifths of drivers travelling rapid charge points. Convenient enable charging near home between that most drivers will seek (both for more than 100 miles.70 By comparison, access to rapid charging while shifts. This may be a combination convenience and the relative cost) to the LEVC TX taxis currently in use working will be an important of slow/fast charging on residential charge daily at home, or near home in London have a battery range of requirement for taxi drivers. streets, fast/rapid charging at local using on-street charging. around 80 miles (with a petrol range extender increasing the range to more Two-thirds of London taxi drivers live than 350 miles)71 and may therefore within the GLA boundary. Many also require a charge during each shift. live in less densely populated areas of However, taxi drivers require minimum 68 TfL, 2018 outer London (see Figure 17), where downtime with minimal impact on 69 London Taxi Company survey of 1,200 drivers, 2016 more households have off-street ability to earn money and the potential 70 A feasibility study into a rapid chargepoint network for plug-in taxis, Energy Saving Trust for TfL, 2016 http://content.tfl.gov.uk/rapid-charging-for-taxis-feasibility-study-draft.pdf parking, and home charging is a viable to coordinate with rest breaks, so 71 LEVC reported range of 81 miles option. However, an estimated four in rapid charging represents an ideal 72 On Street Taxi and Minicab Usage Survey, TfL, 2016 http://content.tfl.gov.uk/on-street- 10 taxi drivers do not have the ability solution for these users. passenger-surveys-nov-2016.pdf to charge from home and will therefore 73 Travel in London report 11: tfl.gov.uk/travel-in-london-report-11.pdf need daily access to either public or New models of taxi are likely to 74 Uber’s Clean Air Plan to help London go electric, October 2018 www.uber.com/en-GB/ designated taxi-only charge points.69 offer a higher battery range, but newsroom/uber-helps-london-go-electric
66 67 Figure 18 Key implications for the delivery plan: largely being charged between hires. Private Hire Vehicle access to convenient public charging To date, the roll-out of car club driver licences by 75 (and especially rapid charging while bay-only charge points using public postcode district working) will be highly important to funds has been limited by legal 1-50 support PHV drivers. considerations – limitations around State Aid rules which restrict the 50-100 3.1.4 Car/van sharing use of Government funds to support The number of car clubs (offering private businesses. We are seeking to 100-250 shared cars and vans) operating overcome these. 250-500 in London continues to grow and the reach of the organisations is For the latter, rapid charge points are 500-1,000 expanding across the city. Car/van likely to be a key source of charging. sharing can play a role in enabling If car club members are to play an 1,000-1,500 Londoners to give up their cars increasing role in ensuring that 1,500+ and free up space for more active, vehicles remain available for use at a sustainable and efficient modes, while reasonable level of charge, convenient still providing access to cleaner cars and quick charging is essential in for infrequent travel in inner and areas of car club use. Increased outer London. access to rapid charge points is therefore needed. Car clubs typically rely on offering a convenient solution for customers, Key implications for the delivery plan: which can create a challenge if a mix of charging options is needed there is a need for the vehicle to be to support car/van sharing, with rapid charged. Car club operators that are chargers in particular demand. incorporating EVs into their fleets have thus far relied either on customers 3.1.5 Private cars to charge the vehicles themselves, or Overall, London residents are removing the vehicles from service becoming increasingly less dependent facilities such as supermarkets, leisure Access to rapid charging outside while taking them to be charged. on cars to meet their mobility needs facilities and service stations, and central areas is therefore likely to be and it is a key aim of the Mayor’s rapid charging stations on frequently equally as important. There are two main operational Transport Strategy to significantly travelled routes. models for car clubs, which have reduce car dependency. Furthermore, PHV drivers generally different charger needs: The distribution of trips made by PHVs travel greater daily distances than As mentioned above, a large is also more evenly distributed across taxi drivers, so in-transit charging yy A ‘round trip’ hire – which involves a proportion of London households do the city than those trips made by taxi facilities will be just as important for vehicle being collected and dropped not have access to a car and the long- drivers. Private hire trips can typically both groups. off from the same location (typically term trend has seen levels of car use be around London’s many town in a dedicated parking bay) significantly decrease. The average centres, and at stakeholder meetings Private hire stakeholders commented Londoner now makes fewer than one the trade representatives confirmed that PHVs are generally second-hand yy A more flexible model where trip by car per day.76 that rapid charging facilities at these vehicles between three and 10 years vehicles can be picked up and locations would be preferred. While old. However, the second-hand EV dropped off anywhere within the Car ownership does vary significantly serving central London businesses supply chain of vehicles that will service operating area across London, with only 40 per cent represents an important market for satisfy PHV needs is extremely limited of inner London households having a number of firms (in particular currently, limiting public charging For the former, slower AC charging is access to a car, compared to 70 per Uber), TfL modelling data shows demand. When appropriate EV supply suitable in car club bays, with vehicles cent in outer London. two-thirds of PHV trips are made increases, demand for public charging outside the Congestion Charge zone. facilities will increase accordingly. 75 TfL, 2018 76 LTDS, TfL, 2018
68 69 Figure 19 or leisure facilities) could offer an parking, it could represent a quick and Car usage by borough – additional source to meet their convenient charging option. It will average distance (km) driven 77 charging needs. There are clear also help to reduce the range anxiety per day, per driver climate and air quality benefits of that can be perceived as a barrier to 2 to 3.5 electrifying this travel. It will be switching to an EV by existing car important, though, to ensure that the owners. However, the relative cost 3.5 to 5 appeal of grazing charging does not of different charging solutions will be encourage trips to be made by car that an important factor in private users’ 5 to 6.5 could otherwise be easily made by charging decisions. 6.5 to 8 walking, cycling or public transport. Key implications for the delivery plan: 8 to 9 On-the-go (or in-transit) charging can a range of charging options will be also play an important role in enabling needed for private cars – particularly private car owners to switch. For in the short term. those without access to off-street
3.2 Modelling potential demand to 2025
To support our understanding of The model also includes assumptions London’s EV charging needs, we regarding vehicle mileage, energy have undertaken a detailed efficiency and charger utilisation. The quantitative modelling exercise. detailed assumptions and mechanics of This has used a range of scenarios this model are provided in Appendix A. to reflect the significant uncertainty around how EV demand will evolve in the short to medium term. It is important to note that Greater levels of car ownership (close to 7km) than those from inner In particular, we have modelled these represent the ‘in extremis’ require more charging provision to London (5km per day). A substantial alternative scenarios for: positions, and are shown here to facilitate a switch to EVs, although in majority of car owners (around 70 per illustrate the possible range of many outer London boroughs levels cent) travel less than 20km each day. yy Future EV sales – with a ‘high sales’ infrastructure needs. They are not of off-street parking are higher, Residents within inner London who scenario where EVs represent 30 per ‘targets’ but serve as a guide to helping to cater for this greater need. tend to drive less will not need to cent of new vehicle registrations by illustrate the minimum and maximum Figure 16 shows how car ownership charge as often, particularly as battery 2025 (in keeping with the Mayor’s levels of infrastructure that could be without off-street parking varies capacity increases. Transport Strategy aim for zero needed towards 2025. across different boroughs. emissions and the Government’s In areas where Londoners tend to ‘Road to Zero’ ambitions) and a ‘low Few private EV drivers are likely to travel further and more frequently by sales’ scenario where this is closer to Actual demand will also be influenced need to charge their cars more than car (as shown in Figure 19), they are six per cent by wider societal, economic factors that once or twice per week, although likely to require convenient access we have not sought to examine at this car use also varies considerably to charging more regularly. This yy The preferred charging behaviour stage within the modelling (including between different areas. On average, means for these drivers, as well as of different EV users – where uncertainty about the supply of EVs to car owners drive slightly more than expanding the availability of charging we have considered different the UK market, or the impact of Brexit six kilometres on a typical day, but at or near home, grazing charging (ie, scenarios ranging from a high on demand for EVs). Furthermore, we those living in outer London travel, on whenever the opportunity presents preference for rapid charging, to have not given consideration within our average, nearly 2km further per day – for instance at supermarkets, a high dependence on private or modelling to needs beneath a London- residential charging wide level, or to the availability of suitable land for charging. 77 LTDS, TfL, 2018
70 71 ii) In 2020, an estimated 230 to 700 The upper ranges of the modelled rapid chargers and 3,400 to 8,000 estimates are only likely to be reached residential slow to fast chargers will be if the current aims for the near-full needed to service projected levels of replacement of PHVs (especially from EV adoption Uber) are achieved by 2025. It will therefore be particularly important to The summarised range above is track growing demand for EVs in this wide, but can be narrowed down sector to avoid the risk of over- or depending on scenario of charger under-supply. preference is realised. Our modelling estimates that: It should be noted that modelling of rapid assumes nominal charge rates of yy If there is a higher emphasis on 50kW. The number of rapid chargers rapid charging, there will be a need required would reduce proportionally for between 400 and 700 rapid and should charging speed capability 3,400 and 5,700 residential slow to of the majority of vehicles increase fast chargers further to accommodate ultra-rapid charging (100-150kW+). yy If there is a higher emphasis on residential charging, the need is for iv) The estimated electricity between 230 and 400 rapid, and demand for London’s public charging 4,800 and 8,000 residential slow to infrastructure in 2025 is equivalent fast chargers to 1.3-2.5 per cent of London’s current electricity consumption iii) In 2025, the range of model (~38TWh in 2017).78, 79 estimates varies significantly, with the upper estimates particularly This represents a significant range dependent on the targeted of between 520 and 920GWh, replacement of PHVs being met with the dominant user groups being the taxi and private hire fleet Our modelling estimates that, (comprising around 80 per cent by 2025: of the estimated public charger Image 16 Our modelling has provided us with yy PHVs, up to 24 per cent of EVs electricity consumption). Rapid charge point the following key insights: – where the low/high range yy In a high rapid charging scenario, is dependent on the rate of there will be a need for between It should also be noted that the model i) The number of EVs registered in replacement of combustion 2,500 and 4,100 rapid and is derived from electricity demand London is forecast to grow from engine vehicles in response to 20,000 and 34,000 residential and supply and does not reflect 18,500 in 2018 to between 145,000 new PHV emissions standards slow to fast chargers what geographic coverage of charge and 335,000 vehicles by 2025 and industry targets points would be needed to enable yy For a high residential charging easy access to a charger. It is also This growth is largely forecast to The ‘high sales’ scenario for PHVs use scenario, the need is for based on existing rates of vehicle come from: would mean replacing more than between 1,400 and 2,300 rapid energy consumption, although with 80,000 vehicles; there remains, and 28,000 and 48,000 residential improvement in the effective charge yy Private cars and vans, accounting therefore, significant uncertainty slow to fast chargers rates from current chargers. for up to 62 per cent of EVs – where as to whether this is achievable, or the range of EV adoption reaches likely. It is included here as the ‘in between six per cent (low) and 31 extremis’ position and should be per cent (high) of new private car viewed in that context. 78 Sub-national electricity and gas consumption summary report 2017, DBEIS, 2018 79 Note that public charger electricity demand attributed to taxis and PHVs is disproportionate and van registrations by 2025 to vehicle numbers as these vehicles travel significantly greater distances compared with private cars and are more dependent on a public charging network given the lower proportion of drivers with access to off-street charging
72 73 The delivery plan 4 – Possible surveys/reports required The cost of energy grid upgrades can include townscape (listed be prohibitive where capacity is low: In response to the challenges, we set out the buildings, conservation areas), arboriculture report, parking loss yy The peak demand for electrical future focus for different types of chargers. survey, highway safety audit, etc networks is already at capacity in many locations and upgrades to the – Boroughs can use ‘Permitted electrical supply can be costly81 so Having understood the current we plan to tackle these using a no- Development’80 rights to install alternative solutions, including the situation in London, the different user regrets approach ie, one that applies charge points without needing role of smart charging in the longer needs and the scale of infrastructure irrespective of whether a high, planning permission, but many are term, will need to be considered London may need, we can summarise medium or low scenario is taken, reluctant to do so the key challenges to delivering the and one which can pivot easily to yy DNOs will be cautious about required amount of infrastructure accommodate the fast-changing – Approvals sometimes required investing in network reinforcement, to 2025. We can then set out how nature of this sector. for highway closures – eg, where with uncertainty around the level of installation of a feeder pillar (to need and key locations to focus on connect to the electricity network) classifies as major works, causing yy Customers requiring a connection 4.1 Challenges time delay (the delivery of a TfL want to link to the electricity rapid charger at Highgate Station network and obtain connections was delayed by six months, owing at the lowest possible cost and as 4.1.1 Land and energy challenges between drivers and pedestrians by in part to the approvals required quickly as possible. However, these Suitable space for charge points is adding to street clutter for highway closures) vary by location and time82 at a premium and is often subject to competing demands including: yy High land values, unfavourable yy Those putting charge points in yy The current regulatory lease arrangements and the often lack knowledge to specify the arrangements mean that customers yy Space for private vehicles on limited availability of suitable correct infrastructure, or lack clarity are required to partly fund network London’s streets is already in sites in appropriate locations on what is likely to be required for a upgrade costs if they want to high demand and much of it is can be prohibitive to off- successful application connect in an area with no spare required for bus lanes, cycle lanes, street charger investment capacity, leading to customers being red routes, parking facilities, yy Streetscape impacts – currently, concerned at the upfront costs83 loading/unloading or access. In Installing new charge points can be most charge points remain relatively particular, suitable space on the a long and complex process: bulky and intrusive, particularly yy Stakeholders need more choice in TLRN has largely been exhausted rapid chargers, leading to concerns their connection journey. In Great yy The experience of installing new from residents and accessibility Britain there is already a competitive yy Many streets are unsuited to charge points can vary considerably groups about pavement obstruction connections market, with more than current charging mechanisms/ across different parts of London and in some cases planning 100 connection providers offering equipment owing to narrowness, owing to different approaches to application rejections a range of services and commercial one-way restrictions and the size the planning requirements, levels of terms to meet customer needs of the charger and cables. On- resource and experience alongside the local DNO street charging can increase conflict with installation:
80 Permitted Development rights are a national grant of planning permission that allow 82 Previously, the level of network capacity was not visible before starting a connection certain building works and changes of use to be carried out without having to make a application process, but now DNOs have maps that show this information on their websites planning application 83 Ofgem has confirmed: there are rules in place to ensure that connection customers pay a 81 Providing power to supply a new charge point with electricity is normally facilitated by a fair price to get connected to the network. These rules include the Electricity (Connection DNO, installing a connection. Depending on the level of power needed, this can be from Charges) Regulations (ECCR) – also known as the ‘second comer regulations’. The ECCR the low- voltage supply, which typically runs from a distribution transformer along streets provides that where a person connects to, and benefits from, electricity infrastructure that and under footpaths to serve domestic properties and light commercial users. For very was paid for by an earlier party, the earlier party should be reimbursed for a share of the significant power requirements, such as a rapid charging hub, a dedicated on-site costs by the subsequent connecting customer transformer is likely to be required – necessitating a high-voltage cable connection to the nearest high-voltage substation 74 75 4.1.2 Operational/user challenges 4.1.3 Challenges around 4.2 Guiding principles Drivers lack confidence in investment uncertainty the availability of convenient Investors remain wary of backing charge points: the wrong type of charger, concerned It is vital that the delivery of charging To ensure this, we have defined a set about obsolescence: infrastructure is aligned with Mayoral of ‘guiding principles’ (see Table 7) yy Many car owners in London would strategy, and that we are aligned with for EV charging infrastructure. These not be able to charge from home yy While growing fast, the switch to the wider aim of reducing dependence specifically address the key related and will therefore need to rely EVs is still in its infancy, with a range on private vehicles for travel – and transport and environment policy aims on easily and publicly accessible of different vehicles and charging especially car travel – within London. for London. charging – there is lack of certainty models that have developed in an on where and how this would work uncoordinated way for individuals yy The availability of data for public Table 7: Guiding principles for delivering EV charging infrastructure in London yy There is a fear that chargers would authorities to undertake long-term not be available, either through planning has been limited and it Mayoral policies (from Mayor’s Transport Strategy already being in use or being out of lacks consistency – for the first time and London Environment Strategy) Guiding principle service (concerns raised particularly this taskforce has worked across by taxi drivers) industry to increase understanding Reduce Londoners’ dependency on cars in favour 1. Charge point provision must not make of available data to build a model of active, efficient and sustainable modes of travel travelling by car for non-essential trips more yy As coverage across London is not that can help plan for a range of (Mayor’s Transport Strategy Policy 1) attractive in parts of London where trips can currently consistent, drivers in some future scenarios. This is especially be made conveniently by walking, cycling or Reduce emissions from London’s road transport public transport areas will have concerns over supply important in planning enhancements network by phasing out fossil- fuelled vehicles, of infrastructure to the grid. Further insights will be prioritising action on diesel, and enabling Londoners possible if we can obtain access to to switch to more sustainable forms of transport Drivers find the experience of the charge point data (London Environment Strategy Policy 4.2.1) charging confusing and complicated: Make London a city where people choose to 2. On-street charge points should complement yy Upfront capital costs and initial walk and cycle more often by improving street the street environment and ensure streets are yy Customers’ experience of using low numbers of users mean that environments (Mayor’s Transport Strategy Policy 2) highly accessible/prioritised for pedestrians and cyclists different charge points (and it can take a number of years The Mayor will promote and prioritise more operators) can vary considerably before charging is profitable, sustainable travel in London, including walking, from poor to excellent which is compounded if the type cycling and public transport, as part of the Healthy and location are not effective. Streets Approach (London Environment Strategy yy There is poor interoperability Having a better understanding of Proposal 4.2.1.a) between charge points and charge future needs will help maximise Adopt Vision Zero for road danger in London 3. New charge points must not impact on the point providers, creating confusion the efficiency of charge points and (Mayor’s Transport Strategy Policy 3) safety of other road users around which chargers drivers can charge point investment Prioritise space-efficient modes of transport to 4. Charge point provision should be consistent use and how much they can expect tackle congestion and improve the efficiency of with an overall reduction in space allocated to to pay yy Ongoing advances in technology streets for the movement of people and goods cars and private vehicles raise concerns that what is installed (Mayor’s Transport Strategy Policy 5) 5. Vehicles should not be travelling into congested yy Poor information on the location now will become quickly obsolete areas (and especially Central London) to charge, of charge points, and whether the or park on-street for long periods charge point closest to the customer is in use or out of service
yy Confusion/lack of clarity about how a different model of ‘refuelling’ would work in practice among those with no experience of anything other than conventional engines
76 77 4.3 Defining what is needed
As indicated in Chapter 2, rapid The full rationale for this is: chargers and slow to fast chargers have different advantages and yy With their faster charge times disadvantages relative to each other (typically 20–30 minutes), rapid across key features such as capital chargers are well suited for cost, charging speed/convenience and ‘on-the-go’ charging streetscape impact. It is clear that, towards 2025, each charger type will yy Knowing that there are multiple still be needed, as they each suit the charge points at a single site different user needs. increases customer confidence – another key barrier to take-up – and While the modelling exercise has provides highly reliable availability suggested the scale of charging and minimum wait times infrastructure required, with different scenarios for the dominant charger yy The hub is similar to the fuel station type, given the infancy of this sector, model with which drivers have the taskforce does not believe that existing familiarity setting a target number of charge points now for 2025 is practical. yy Typical dwell time provides an Instead, this section sets out below the increased footfall, justifying strategic focus areas for each of the additional provision of facilities such charger types towards 2025, to guide as toilet facilities, food and retail the roll-out of charge points in London. offerings, which may increase the commercial viability of sites, another 4.3.1 Rapid chargers concern holding operators back Priority focus – hubs from investing
yy Provision of facilities and high Recommendation: insight from the expected reliability is likely to create work of the taskforce has shown the a virtuous circle, increasing utilisation, need to focus on rapid charging hubs confidence and good customer going forward. This will not only be experience, facilitating further more beneficial for EV drivers but will switching to EVs and local demand help expedite a step change towards a and therefore increasing commercial zero emission future. sustainability of the chargers
A rapid hub can simply be defined Copyright © 2019 K:Port by Hewitt Studios as ‘a minimum of six chargers enabling simultaneous charging of six+ vehicles’. However, it is helpful to further Image 17 define the types of rapid hubs we Visualisation of a rapid currently have and would like to see charging hub in London towards 2025. These are detailed below.
78 79 Image 18 Dedicated rapid hub – opened in Milton Keynes in December 2018 Blackfriars RIVER TH AM ES
London Bridge S O U T H W A R K S T R E E T
Southwark T U N I O E T R E E T N S E Image 19 U N I O N S T R T Visualisation of a D S A dedicated rapid hub O H D A O R S R A I R F K C A L B R (K:Port by Hewitt Studios) E G G I D H I R H B G U K O R R A O W B H L T O N U Borough G O L A S N E
BOROUGH ROAD
Copyright © 2019 Hewitt Studios LLP
Figure 20 A. ‘Virtual’ rapid hub B. Dedicated rapid hub Virtual hub, (eg, Southwark Street) This type of hub is simply dedicated Southwark Street This describes a grouping of rapid to recharging vehicles. One of these chargers along a street in a popular recently opened in Milton Keynes Taxi only rapid charge points location, offering increased certainty (see Image 18), and TfL is already of charger availability. A virtual hub progressing several dedicated hubs General use rapid can manifest itself as a grouped cluster within London as part of the TfL RCI charge point of on-street chargers with no further project. It is expected that these will facilities, for example the rapid charger form part of a transitionary move provision along Southwark Street. towards commercial rapid charging hubs (see hub type C), and will suit areas with limited space.
80 81 As EVs become more popular, it is A map to indicate how this may look expected that fuel retailers will roll is shown in Figure 23. TfL is already out more EV charging infrastructure progressing a number of hubs, of the to their fuel forecourts. Some fuel virtual or dedicated type, and is also retailers – such as Shell – are already looking into facilitating a commercial committing to increased roll-out of hub, to test how these will work. such infrastructure. Shell Recharge will be available on approximately 30 Shell Beyond this broad distribution, to forecourts across the UK by the end of provide a good spread, the following 2019, including a mix of rapid 50kW series of questions can help guide and 150kW charge points. rapid hub placement:
D. Shared access (eg, depots) As commercial fleets are increasingly 1. Is it a densely populated urban electrified, the installed charging area or highly transient route? infrastructure in depots and garages is typically underutilised in periods 2. Are other facilities available on when the fleet is deployed, eg, during site (eg, existing fuel station business hours. This can present an shop, retail park)? opportunity for a new revenue stream by opening access for charging to the 3. What other competition is public or specific user groups such as there in the area (eg, are taxis and private hire. There would be there nearby rapid hubs that issues of access and privacy to resolve would result in too much traffic but the potential gains are large. There and competition)? are currently no known examples of this in London. 4. Does it provide good overall coverage? Priority focus – good coverage Having set out the types of rapid 5. Does it comply with Mayoral charger hubs we have or expect to Policy? (see Table 7) see in London, the question of what is needed, by when, arises. 6. Would it create adverse public transport or active travel network impacts? Recommendation: to improve the spread of rapid hubs across 7. Is the cost of the London, the next phase of delivery connection reasonable? should focus on at least five flagship Figure 21 C. Commercial rapid hubs stations, which are primarily rapid hubs, one in each sub-region 8. Is there accessible land? Visualisation of a Unlike the dedicated hub, this for recharging, but will provide of London. The first hub should be commercial rapid hub off-road cluster of rapid chargers is shop facilities. operational by 2020 (subject to 9. Is there energy capacity not just about charging vehicles. funding and EV growth). available? Some have a high commercial focus, The more commercially focused situated in supermarket or retail car hubs have potential for mutual parks and including nearby shops, benefit for consumers and land- food and drink, toilet facilities and owners/operators, providing a potentially on-the-go working range of services for consumers facilities. At the other extreme are to access, and driving increased some rapid chargers within fuel footfall to local businesses.
82 83 Figure 22 Figure 23 To improve overall coverage, Moving towards rapid additional rapid chargers charging hubs, the next phase should be prioritised to serve of delivery should focus on at London’s town centres least five flagship hubs, one in North each sub region of London Town centre Rapid charging hub – indicative location only
North West East East Central South
West
Central
South
A secondary area of focus beyond the confidence that London’s charging yy Relative number of supported by funding from OLEV, roll-out of rapid hubs is for there to infrastructure is city-wide. In order high-mileage users and has led the way by installing be consistent geographic coverage of not to clog up space-restricted town 153 by the end of 2018, largely on rapid charge points for all Londoners. centre high streets, the best locations yy Through traffic the TfL road network. The remainder for these rapid chargers would be of the TfL RCI project will focus along or off highly transient routes yy Available energy capacity on increasing consistency of the Recommendation: to provide overall that are in close proximity to the town geographic coverage and creation coverage, additional rapid chargers centre. TfL is already beginning to Once the publicly accessible network of hubs. However, with only five per should be prioritised to serve London’s prioritise the remainder of its roll-out of chargers reaches a consistent level cent of the road network, boroughs town centres. This could be in the of 300 rapid chargers in locations that of provision across London (bringing will have a significant role to play in form of hubs or single rapid chargers, serve town centres. As there are few poorly served areas up to the standard increasing coverage on the 95 per to primarily serve commercial needs. remaining suitable sites along TfL’s of areas that are currently well served), cent of roads that they control. roads, we expect future sites to be the provision method can then Boroughs have committed to identify on borough roads (or off road). The rely more on a demand-led model, 20 sites each for rapid charging and If all 200 of London’s town centres (as criteria in use for selection include: with a focus on those that are more these sites will be vital in facilitating defined in the London Plan) could be commercially viable. widespread take-up of EVs. Taskforce served by at least one rapid charger, yy Population of the town member UKPN has committed to this would provide a consistent level Where will they come from? proactively steer/signal the GLA of access to rapid chargers across yy Geographical size Chapter 1 sets out how TfL has towards positions for rapid chargers London to give commercial EV drivers committed to putting in 300 rapid serving the town centres, based on (eg, taxi and private hire drivers) yy Existing rapid charger provision chargers by the end of 2020, network capacity.
84 85 Beyond the initial support the public PHV), yet there is still a place for strategic overview. Such a roll-out is critical that they are in locations sector is giving to rapid deployment, slower chargers towards 2025. Within will serve to build confidence in EVs in where they can be used for those it is the expectation of the taskforce this timeframe, there are a few areas the period to 2025. It will also enable purposes. Installing chargers in the that the commercial market should be where we would like to focus action chargers to be more commercially wrong location so that they are well placed to drive future deployment for these types of charger. viable which, given there is no further underutilised or stranded does not with little to no additional public significant public funding on the improve confidence in the scale of funding. This means involvement by Priority focus – shift to horizon towards the capital costs of infrastructure. It has to be based on commercial market players such as demand-led distribution slow to fast charger implementation, demand, or accepted as a social need. charge point operators, fuel retailers, The first mass roll-out of slow to fast is prudent. garage/depot operators, automotive chargers in London was by Source Streetscape space is at a premium, manufacturers, car park operators London between 2011 and 2014, The management of a demand-led with competition from a large and other retail businesses and when the number of EVs was much system needs to be consistent and number of sources of street furniture. land owners. This will also require smaller, and behaviours and habits systematic. Although we recommend Bulky chargers and cabinets, when partnership working with public unknown. The chargers were not demand-led this should not be seen located on the footway, can have a bodies to identify and facilitate always placed in the right location as desire-led – we do not want to detrimental impact on pedestrians, sites on publicly owned land, and for users, and many have since been raise the expectation that anyone who particularly for larger scales of potentially facilitate grid upgrades. replaced or relocated. Lessons have wants a charger to be installed outside deployment. As well as locating charge been learnt from this, but it was their house will be able to have one. points in the carriageway where Testing demand – mobile successful in terms of kick-starting It is recommended that this function safe to do so, creative, low-cost rapid charging a base level of charger distribution, is overseen by a pan-London co- and low street-impact charger As indicated in Chapter 2, while not a helping to reassure potential EV ordination body – this is expanded on options are beginning to come to long-term substitute for fixed charging users that there was the necessary in Chapter 5. market with designs encompassing infrastructure, mobile battery units infrastructure to help them make the lamppost chargers, pop-up have advantages including: potential switch to EVs. chargers, hidden sockets in the for emergency charging, business Recommendation: the future ground and small charging mounds. model experimentation, power The current public funding of slow favoured deployment model is Innovation in design can also requirements and battery second-life to fast charge points is via the strategic and demand-led (not reduce cost, which should facilitate applications. It will be important to GULCS programme, which is managing desire-led), in order to improve accelerated uptake in desired manage any unintended consequences the delivery of more than 1,150 commercial viability and enable the locations. To hide cables, discreet such as increased vehicle mileage from publicly funded on-street slow to private sector to take over delivery. kerbside channels could also provide moving the units around. fast chargers for residential use. a low-impact/low-cost option. The funding is allocated to London boroughs that apply and meet the Priority focus – uplifting volume, Recommendation: mobile rapid criteria set by GULCS, not necessarily reducing streetscape impact and Recommendation: the key focus areas charging could be a useful short-term based on demand. Boroughs exploring off-street models for slow to fast AC chargers include solution to plug gaps and test business determine individually what chargers Volume must continue to increase to installing more in the correct locations, models, but is unlikely to form a are needed locally and where these enable the switch to EVs, but while reducing their streetscape impact and significant part of the long-term future should be located. doing this, we must take particular exploring new models of deployment. of charging infrastructure. care over the impact this type of While some boroughs install on charger has on the streetscape, given a more demand-led basis, the the locations and numbers they may 4.3.2 Slow to fast AC chargers approach is inconsistent and may be needed in. The merits of rapid chargers and in limit confidence that prospective EV particular rapid hubs have been set buyers will be able to access nearby With their slower charge rates out above. We are clear that this is charging facilities. There is a risk that but lower costs, slow to fast AC a preferred direction of travel above a demand-led approach may result in chargers are well suited for overnight slower types of charger (in particular, inconsistent geographic coverage, but or destination charging, where for commercial uses such as taxi and we will seek to minimise this and have dwell times are long. However, it
86 87 Image 20 How will slow to fast chargers Where conditions are appropriate, B. Residential hubs/ C. Off-street, destination chargers Image 21 Trojan Energy model be deployed in London? charging provision can be made in the Community chargers Destination charge points will be in Destination slow to fast 86 of residential charger, This section details three categories carriageway on build-outs of footpath. The concept of community chargers places where people stay for a few charger example 84 flush with the pavement of slow to fast AC charger expected to In addition to this, there have been is a grouped hub of slow to fast hours such as gyms, supermarkets and (not yet in use) make up the scale required to 2025, a number of examples of charging AC chargers in off-street, residential shopping centres. This will enable EV along with examples of commercial infrastructure innovations that serve areas designed for open access, owners to incorporate charging into market initiatives and commitments. to reduce streetscape impact in ideally based on a booking model. their usual routine. this category. One such example is This model has potential to provide A. Residential on-street chargers lamppost charging, which leverages local access in a way that reduces In addition to rapid deployment Residential on-street chargers can existing streetlight infrastructure. impact on local streetscapes. This described in an earlier section, Tesco, provide a convenient form of Other organisations such as model is of interest to many owing to VW and Pod Point committed to charging for EV owners without Connected Kerb and Urban Electric the opportunity it raises with energy installing 2,500 charge points at more off-street parking, taking advantage are pursuing innovative low impact management, as vehicles will be than 600 stores across the UK by of extended periods of time when solutions and Trojan Energy (see image plugged in for a long time and could 2020.85 The majority of these chargers vehicles are not in use and the above), which is partnering up with spread the draw on the grid using grid will be slow to fast. relatively lower cost of infrastructure Innovate UK funding to trial its management techniques. compared with rapid chargers. flush socket.
84 Image courtesy of Trojan Energy: www.trojanenergyltd.com/ 85 www.carmagazine.co.uk/electric/electric-charging-stations-uk-find-nearest-ev-charging- point-best-journey-planner-for-electric-cars/ 86 Image reproduced courtesy of Volkswagen UK
88 89 5 What can we do to Table 8: Enablers to facilitate charge point delivery make this happen? Category Enabler Date Facilitate 1. Deliver London’s first rapid charging hub and support the From 2020 smoother roll-out of additional rapid charging hubs – in collaboration with The decisions and action we take now are installation and the private sector match supply essential to shaping the way the switch to EVs with demand 2. Support shared business charging infrastructure Ongoing accelerates across London. 3. New pan-London coordination body to facilitate and oversee Initiate in 2019 charge point installation Reduce energy 4. New online tool/ ‘heat mapping’ to identify energy grid constraints June 2019 The learning to date has moved our identified. These solutions have come barriers and where new charging capacity will be cheaper and easier understanding along in strides, and from the workshops, stakeholder and 5. Explore alternative and smart power supply options, such as battery Ongoing has helped clarify what we still need taskforce meetings, and have been storage, mobile charging and private wire networks to do to help facilitate the provision of developed with taskforce members. Share 6. Publish guidance on charge point installation for both public 2019/20 London’s charge points. knowledge and private sector Taskforce members are committed to and maximise In order to provide confidence that taking these forward as a result of this potential of 7. Publish guidance on future-proofing EV infrastructure to 2019/20 infrastructure is not going to be a year of research and joint working. legislation encourage investors barrier to EV adoption to 2025, the Many members have signed up to lead 8. Promote better standardisation of charge points and vehicles, Ongoing taskforce looked for what possible or be involved in these, using their interoperability of systems and data sharing solutions, or ‘enablers’, could be skills, connections and knowledge to actioned in the short term, to accelerate success. These enablers fall Enabler 2. Support shared interference with bus movements overcome some of the challenges into three categories (see Table 8). business charging infrastructure and address security concerns, but To increase utilisation and the would make use of spare energy number of available charge points in capacity at the site. 5.1 Facilitate smoother installation and match London, charge points installed by a public or private sector organisation For similar reasons, businesses that supply with demand could be opened up for shared are adding EVs to their fleets are use with agreed partners only (or looking at locating their charging Enabler 1. Deliver London’s first rapid alone. Taskforce member UKPN has indeed for open access use). This infrastructure in their car parks rather charging hub and support the roll-out also committed to collaborate in the is already being explored by some than inside the depot. This will mean of additional rapid charging hubs – in selection of the rapid hub sites to private sector organisations and others can use it without the security collaboration with the private sector best manage customer requirements we want to support a number of risk to their operations. Building on what has been set out and network impact, exploring the trailblazing schemes in London, in Chapter 4, TfL will continue the possibility of providing land and power for example by linking up relevant We are also following the learnings development of two dedicated rapid requirements. TfL also welcomes organisations and helping to overcome of a charging operator that is trialling hubs within the TfL RCI project, at collaboration with the private sector security and access concerns. a shared private network of chargers Glass Yard and Baynard House, which to progress this, and asks commercial for business fleets and may be able to are expected to be delivered as part of businesses interested in working with Typical issues raised when considering roll this out at scale in the near future. the 300 target by the end of 2020. us to step forward and engage. This such options are around security and will be a fundamental requirement of space. Bus operators are considering Following on from this, TfL will take this type of hub site. potential for broadening access to Taskforce members: TfL lead, input the next step by bringing London its their depots or alternatively using from Cross River Partnership, FTA, first commercial rapid hub. TfL’s role spare capacity from the power London Councils, London First, OLEV in this could range from assisting with Taskforce members: TfL lead, input upgrade required to support electric and SSE Enterprise land acquisition, energy supply or from FSB, London Councils, Shell, SSE bus charging, to power a number of charge point provision, but it is not Enterprise and UKPN rapid chargers outside the bus depot. expected that TfL takes this forward This would need to have minimum
90 91 Enabler 3. New pan-London routes to installation, and determine Table 9: Indicative timeline for new pan-London coordination body coordination body to facilitate who else they may need to involve and oversee charge point installation Through the extensive consultation yy Collect and share data on charge and information gathering of the point usage, identify patterns of taskforce activity, it is very clear use to help understand current 2019 yy Scope out with key stakeholders over the summer the full remit of the body that there is strong support for the and future demand in consultation yy Launch at the end of 2019 – one-stop-shop website will go live setting up of a new pan-London with operators yy Begin data collation and analysis coordination body, to provide a service that will save money, pool resources yy Provide procurement and contract 2020 yy Use new TfL guidance to support boroughs and others in installing infrastructure and ensure a consistent approach management support, helping fill y for public charging infrastructure is gaps in resource and knowledge and y Customer experience and market research adopted across London. This would a consistent approach to be adopted build on the existing GULCS project, 2021 yy Expand coordination body to facilitate deployment of rapid charge points be a focus for activity, and the voice of yy Monitor customer experience authority and advice on the provision and charging behaviour, reporting of EV infrastructure in London. network reliability and providing Stakeholders have recommended reassurance around capacity that this service should centrally facilitate pre-installation, installation yy Lead communications including 5.2 Reduce energy barriers and business-as-usual activities. myth-busting and awareness raising, supporting marketing by Go Ultra Further work needs to be done in Low and any specific information Enabler 4. New energy network is where UKPN predicts constraints planning the functions of the body from London boroughs and TfL constraints online tool/‘heat mapping’ on its network over the coming and how it would work in practice. The role of DNOs is to facilitate years. One end result is that it helps It is proposed that it focuses on yy Facilitate sharing of best practice connections within their regulatory customers wanting to connect EV being a public interface and a central regarding charge point installation framework. This can be achieved either charge points to understand where place to share best practice and and management through procuring flexibility or building constrained (and by exception analyse data. The taskforce work to new infrastructure. One way to help, unconstrained) parts of the network date has come up with the following The first step would be to establish and reduce potentially unnecessary may be, which will enable them to potential activities: a one-stop-shop website, where investigation, is ‘heat mapping’ of the choose more cost-effective locations Londoners could submit requests electricity distribution network. Such for placing charge points. yy Manage public charge point for an on-street slow to fast charge geographic information could indicate requests from Londoners via a points. The intention would be for the areas of constraint, and therefore UKPN plans to release a forecasted one-stop-shop website, to provide remit of the body to be wider than locations where connections could EV-driven LV constraint map covering a consistent approach across all of just facilitating on-street slow to fast be problematic. Even in a constrained the GLA area, and offer it via the London’s boroughs for its residents charge points, however. TfL has a lot area of the network, however, it does same access conditions currently of learnings and experience to offer in not prevent connection, but involves offered for their Distributed yy Assist with maximising the utilisation the delivery of rapid charge points in the need to reinforce the network for Generation (DG) mapping tool (with of existing infrastructure, by London, for both singles and hubs. the increased load. controlled access). This map will providing people with information identify LV transformer sites and on where nearby sites are located An indicative timeline is set out in In London, UKPN has made a general network radii that are likely to when they enquire, minimising the Table 9. commitment to publish heat be constrained without deployment risk of stranded assets maps of potential future flexibility of any Smart or managed charging. requirements in response to This will be a forecast and should yy Navigate the planning processes, to Taskforce members: London Councils low voltage (LV) constraints. To be treated as such, and is made allow those who are trying to install lead, input from BEAMA, Cross River support UKPN’s pledge to be more available with the intention to provide a charge point to better understand Partnership, GLA, London First, transparent, the DNO has developed customers with more information than what permissions they may need, OLEV, RAC Foundation, SMMT, SSE a roadmap to deliver London’s future currently available in order to make help promote the quickest and best Enterprise, TfL and UKPN flexibility needs – which by inference more informed decisions.
92 93 5.3 Share knowledge and maximise potential of legislation
Enabler 6: Publish guidance on Enabler 7. Publish guidance on charge point installation for both EV infrastructure future-proofing the public and private sectors to encourage investors Building on the latest EV charging The purpose of this advice/guidance update to the TfL Streetscape would be to help those interested guidance (March 2019) and a number in installing infrastructure to select of other new related guidance the correct type of infrastructure, produced by others, TfL will revise which will endure. The target audience and update its 2010 ‘Guidance for for this guidance would therefore implementation of electric vehicle be charge point and infrastructure charging infrastructure’. This new providers, procurement teams of document (to be published on TfL’s charge points and other infrastructure, website) would be a central source and any organisation (public or of information, serving as a practical private) involved in financing or guide to installing infrastructure planning/installing EV infrastructure and offering best practice. Aimed at manufacturers. BEAMA will lead this both public sector (London Boroughs work, and has proposed that the and others) and private sector, this document includes: guidance could include: yy What future-proofing means yy Streetscape design principles, including accessibility and safety yy Interoperability and interchangeability of charge points yy Criteria on site selection and design Image 22 UKPN will additionally introduce of high costs of grid upgrade and drawings for off- and on-street yy Different energy suppliers/other DPD’s electric vans an EV-specific ‘ask the expert’ service long lead times, there are alternative service providers to help customers navigate the opportunities such as private wire or yy Guidelines and principles on connections process, providing the energy storage, which may result in a charging hubs yy Energy management systems ability to discuss any charge point lower-cost power supply and shorter installations ahead of submitting lead times. yy Town Planning and other yy Information on long-term formal applications. consents considerations energy infrastructure This work would be to explore, investments planned pilot, showcase and subsequently yy Installation checklist. Living Taskforce members: UKPN lead, input provide advice on the benefits and Streets has also offered to yy Different vehicles from Cross River Partnership, Energy costs of alternatives to accessing contribute to this element UK, Ofgem and SSE Enterprise the grid via the DNO, including yy Data and data management battery storage and private wire yy Operation and maintenance services and software networks. It is to be presented in a considerations Enabler 5. Explore alternative report including case studies with yy Access and smart power supply options, good practice from companies yy Safety, crime and disorder issues such as battery storage, mobile such as UPS (see Chapter 3). yy Cyber security charging and private wire networks As described in Chapter 2, connecting Taskforce members: TfL lead, power to supply a new charge Taskforce members: Energy UK lead, input from London Councils, RAC Taskforce members: BEAMA lead, point with electricity is normally input from Cross River Partnership, Foundation, SMMT and UKPN input from TfL and UKPN facilitated by a DNO. In situations Ofgem, Shell, SSE Enterprise and TfL
94 95 Enabler 8. Promote better the public and private sector in an standardisation of charge points emerging market. In particular, how and vehicles, interoperability of to ensure the public sector is kept systems and data sharing fully informed of the installation of This enabler is intended to improve charge points, including the location consumer experience and to and use patterns of charge points, support the rollout of the Automated without compromising commercially and Electric Vehicles Act. It covers sensitive information. issues that have been highlighted by electric vehicle users where the The GLA, with support from taskforce public sector may need to facilitate members, will facilitate discussions solutions with industry partners or with charge point operators and seek to regulate. lead an exercise to collate data on the London Datastore so that it can These issues include reliability support future planning by the public standards, standardisation of and private sectors. connectors on charge points, cable types and locations on vehicles and payment platforms. It also covers Taskforce members: GLA to lead, an emerging priority regarding the input from FSB, FTA, London Councils, attainment of charge point data OLEV, SMMT, TfL and UKPN and the delicate interplay between
5.4 Charter of commitments
The delivery plan sets out actions However, in order to meet the likely for the near term to ensure scale of charging infrastructure that the availability of publicly required in London, further action accessible charging infrastructure that goes beyond the list in Table 11 will no longer be a barrier to, and is needed. The taskforce encourages in fact will help accelerate the other industry players/delivery partners switch to EVs towards 2025. to make their own pledges, aided by the findings contained in this report. A number of new cross-industry initiatives have been launched and multiple commitments have been made to support the switch to EVs and implementation of charging infrastructure in London. The taskforce welcomes these actions and examples are set out in Table 10.
Image 23 Charging an electric vehicle
96 97 Table 10: Commitments on EVs Table 11: Commitments on charging infrastructure
Company Commitments Company Commitments
Addison Lee Addison Lee Group aims to have a zero-emissions capable fleet by 202287 BP Chargemaster BP Chargemaster will install 400 ultra-fast (150kW) chargers on BP forecourts by the end of 2021, with the rollout beginning in summer 2019. British Vehicle Rental and Has launched a ‘plug-in-pledge’ to encourage its members’ EV fleet size to In Greater London, this will include at least 20 ultra-fast chargers on 10 88 Leasing Association (BVRLA) grow from 50,000 in 2018 to 720,000 by 2025 BP forecourts by the end of 2021, in addition to around 100 rapid 50kW 107 Chestertons Will replace its entire fleet of around 60 company cars with EVs that produce chargers that it already operates within and around the M25 89 no emissions, with the first 30 vehicles hitting the streets in July ChargePoint ChargePoint commits to delivering the hardware and software solutions for Clean Van Commitment Launched its pledge to move to zero emission vans in cities by 202890 at least one rapid charging hub, in addition to the 5 public rapid charging stations it already operates in central London108 DriveNow DriveNow’s fleet in London is already 18% electric, and they plan to grow this to 50% by 202591 DPD Has committed to open a network of eight all-electric micro depots across London (the first of these, DPD Westminster, opened in 2018109), using a GLA group Will work towards: All cars in GLA group support fleets being ZEC by 2025 range of different EVs for final mile delivery and trunking110 at the latest; all newly purchased or leased cars and vans (less than 3.5 111 tonnes) in GLA group fleets to be ZEC from 2025; and the entire GLA fleets EDF Energy and Nuvve Will install 1,500 vehicle-to-grid charge points in the UK 92 moving to zero emission by 2050 GRIDSERVE To build a UK-wide network of more than 100 Electric Forecourts for 112 Honda Has committed to only sell EVs in Europe by 202593 rapid charging IKEA Aims for 100 per cent of home deliveries by EVs (or other zero-emission IKEA To provide access to charge points across all IKEA Group touchpoints (such 113 solutions) by 2025, with an aim of 25 per cent by 202094 as stores, office, and distribution centres) by 2020 Jaguar Land Rover Commits that from 2020 all new models will be EVs95 London Boroughs Committed to installing over 1,700 slow and fast charge points by the end of 2019 (as part of the GULCS project) and providing 20 potential sites for John Lewis Partnership Commits to creating a zero-carbon fleet by 204596 new rapid charge points114 Mazda Will only produce BEVs and PHEVs by 203097 Morrisons, in partnership Will install 100 rapid chargers across supermarkets in 2019 with 17 being with ChargePoint Services installed in London. These will form part of the GeniePoint Network115 Mitie Commits to 20 per cent of its small van and car fleet to be electric by 202098 Renewable Energy The REA, whose EV sector group represents over 75 companies 99 Nissan Aims to sell one million EVs a year by 2022 and develop eight new BEVs Association (REA) manufacturing, installing, operating and financing EV charging infrastructure Optimise Prime Launched to trial commercial EVs – involves Hitachi Vantara, UK Power across the UK, commits to advancing ‘interoperability’ across public Networks, Centrica, Uber, Scottish and Southern Electricity Networks, charging networks. Greater interoperability means easier access to charging Hitachi Europe and Hitachi Capital Vehicle Solutions100 infrastructure for consumers and fleets. The REA commits to holding workshops for the industry to facilitate this116 SEAT Aims to develop six EV models by 2021101 Shell Shell intends to extend its electric vehicle charging service, Recharge, to Uber Aims for all cars using the app to be fully electric in London in 2025, with the approximately 30 Shell forecourts in the Greater London Authority area 20,000 drivers upgrading to EVs by the end of 2021102 by the end of 2019, as part of a wider national roll out. This will include a mixture of 50kW and 150kW charge points. Beyond this, Shell plans to UPS Over 30 per cent of UPS’s central London fleet, based in Kentish Town, is further increase its UK network of charge posts substantially in and around now electric. The company has recently deployed a world-leading power London during 2020117 supply infrastructure solution and is developing state of the art vehicle solutions to enable electrification of the entire Kentish Town delivery fleet103 Source London Will grow its network of slow to fast chargers from 1,000 to 2,000 charge points by the end of 2020. This includes 100 22kW charge points, primarily Volkswagen Will launch 70 BEVs by 2028 and expects 40 per cent of sales to be in central London118 EVs by 2030104 Tesco In partnership with Volkswagen, will install 7kW charge points (usage Vattenfall Commits to replacing its whole car fleet with EVs by 2022 (globally 105 will be free) and rapid charge points for 2,500 charging bays at 600 stores 3,500 vehicles) by 2020119 Volvo Has committed to making every new car model launched from 2019 TfL Will have installed 300 rapid charge points by the end of 2020 onwards electrically powered in part, and for up to 50 per cent of all sales to be fully electric cars by 2025106 Vattenfall Commits to installing in excess of 1,500 InCharge public charge points in the UK by the end of 2020120 Zipcar Zipcar UK aims to transition to a fully electric fleet by 2025. It has started that process with the launch of 325 fully electric e-Golfs which, in only the first 9 months, have already been used by over 15,000 Londoners
98 99 87 Source: Addison Lee 102 www.uber.com/gb/en/u/ride-journey-to-electric Accessed February 2019 88 www.bvrla.co.uk/resource/bvrla-pledges-to-rapidly-increase-plug-in-vehicle-take-up.html 103 Source: UPS Accessed February 2019 104 www.volkswagen-newsroom.com/en/press-releases/volkswagen-plans-22-million-electric- 89 Source: Chestertons vehicles-in-ten-years-4750 Accessed February 2019 90 www.globalactionplan.org.uk/clean-van-commitment-signatories Accessed February 2019 105 Source: Vattenfall 91 Source: DriveNow 106 https://group.volvocars.com/news/electrification/2018/volvo-aims-for-half-of-our-sales- 92 www.london.gov.uk/sites/default/files/mayors-transport-strategy-2018.pdf from-2025-to-come-from-fully-electric-cars 93 www.hondanews.eu/eu/en/cars/media/pressreleases/162328/geneva-international-motor- 107 Source: BP Chargemaster show-20191 Accessed April 2019 108 Source: Chargepoint 94 www.ikea.com/us/en/about_ikea/newsitem/091318-IKEA-group-zero-emissions-targets- 109 www.dpd.co.uk/content/about_dpd/press_centre/news.jsp Accessed February 2019 home-delivery-2020# Accessed February 2019 110 Source: DPD 95 www.jaguarlandrover.com/news/2017/09/every-jaguar-and-land-rover-launched-2020- 111 www.edfenergy.com/media-centre/news-releases/edf-energy-and-nuvve-corporation- will-be-electrified Accessed April 2019 announce-plans-install-1500-smart Accessed February 2019 96 www.edie.net/news/6/John-Lewis-Partnership-targets--net-zero--operational-carbon- 112 www.gridserve.com/post/breaking-news-1 Accessed April 2019 emissions-by-2050/ Accessed April 2019 113 www.ikea.com/us/en/about_ikea/newsitem/091318-IKEA-group-zero-emissions-targets- 97 www2.mazda.com/en/publicity/release/2018/201810/181002a.html Accessed February home-delivery-2020 www.ikea.com/us/en/about_ikea/newsitem/091318-IKEA-group- 2019 zero-emissions-targets-home-delivery-2020# Accessed February 2019 98 https://news.mitie.com/news/mitie-reinforces-its-electric-vehicle-pledge-by-signing-up-to- 114 Source: London Councils the-clean-van-commitment-and-achieving-go-ultra-low-company-status Accessed February 115 www.edie.net/news/6/Morrisons-to-install-100-rapid-EV-chargers-in-2019 Accessed April 2019 2019 99 http://nissaninsider.co.uk/nissan-aims-sell-1-million-electrified-vehicles-year-2022/ 116 Source: BP Chargemaster 100 http://news.ssen.co.uk/news/all-articles/2018/november/optimise-prime/ Accessed 117 Source: Shell February 2019 118 Source: London/BPL 101 www.seat-mediacenter.com/newspage/allnews/company/2019/SEAT-will-launch-six- electric-and-plug-in-hybrid-models-and-develop-a-new-platform-in-Spain-for-electric- 119 www.bbc.co.uk/news/business-46386858 Accessed February 2019 vehicles.html Accessed April 2019 120 Source: Vattenfall 100 101 Glossary
Alternating Current (AC) Charging yy Inner London (excluding central Direct Current (DC) Charging Healthy Streets Approach An AC charge point supplies the London, as appropriate): the A DC charge point directly The Mayor and TfL’s approach to EV’s on-board device (usually called boroughs of Camden, City of charges the battery and the rate prioritising people and their health in the charger) which in turn converts London, Hackney, Hammersmith of charge is controlled by the EV’s decision-making to create a healthy, the AC power to direct current (DC), & Fulham, Haringey, Islington, battery management system. inclusive and safe city for all. The allowing the battery to be charged. Kensington & Chelsea, Lambeth, approach makes London a more The on-board charger controls the Lewisham, Newham, Southwark, Distribution Network attractive place to walk, cycle and charging process and may put a limit Tower Hamlets, Wandsworth and Operator (DNO) use public transport, and reduces the on the rate of charge (this limit will the City of Westminster, as defined A company licensed to distribute dominance of motorised transport. depend on the EV). by the Office for National Statistics electricity in the UK. They are responsible for distributing energy Heavy goods vehicle (HGV) Battery electric vehicle (BEV) yy Outer London: the boroughs of and maintaining the electrical A motor vehicle (such as a truck or A vehicle powered by a battery, which Barking and Dagenham, Barnet, supply system. lorry) with a maximum gross vehicle can be plugged into an electricity Bexley, Brent, Bromley, Croydon, weight of more than 3.5 tonnes. source to recharge. Also known as Ealing, Enfield, Greenwich, Electric vehicle (EV) ‘pure’ or ‘100 per cent’ EVs, they have Harrow, Havering, Hillingdon, A vehicle that uses an electric motor Hydrogen fuel cell zero tailpipe emissions. Hounslow, Kingston upon Thames, for propulsion, comprising ones that A cell that acts like a constantly Merton, Redbridge, Richmond run solely on batteries, as well as recharging battery, electrochemically Car club upon Thames, Sutton and plug-in hybrids (PHEVs) that have an combining hydrogen and oxygen to A short-term car rental service that Waltham Forest, as defined by attached petrol or diesel engine to generate power. Vehicles powered by allows members access to cars parked the Office for National Statistics power the battery engine. hydrogen fuel cells produce only water locally for a per-minute, per-hour or and heat as by-products. per-day fee. Charge point connector Fast charge point The socket on the charge point A charge point that provides power Internal Combustion Engine (ICE) Car sharing/shared cars through which the EV is connected from 7kW to 22kW AC, and typically An engine that generates motive Cars that are not owned by the people to the electrical supply using a fully charges an EV with a 22 kWh power by burning petrol, diesel, oil, who use them to travel. This includes charging cable, in order to charge battery in three to four hours. or other fuel with air inside the engine, car clubs, taxis and PHVs. the EV’s battery. Common fast connectors are a the hot gases produced being used tethered Type 1 or a Type 2 socket to drive a piston or do other work as Central, Inner and Outer London Charge point device (via a connector cable supplied with they expand. These definitions can vary A single freestanding or lamppost/ the vehicle). depending on the context in which wall-mounted structure offering Light goods vehicle (LGV) they are being used. For the purposes one or more connectors suitable for GIG economy A motor vehicle (such as a van) with of analysis (and future monitoring), charging EVs. A labour market characterised by a gross vehicle weight of less than this delivery plan has used the the prevalence of short-term contracts 3.5 tonnes. following definitions: Congestion Charge or freelance work, as opposed to The charge applied to vehicles entering permanent jobs. LoCITY yy Central London: an area broadly a defined area of central London, An industry-led programme helping equivalent to the Central Activities introduced to reduce congestion. Some the freight and fleet sector lead the Zone (CAZ), as defined by the vehicles are currently exempt from the way in improving air quality and London Plan Congestion Charge. reducing carbon emissions.
102 103 London Environment Strategy Rapid chargers Town centres Ultra Low Emission Zone (ULEZ) The Mayor’s environment strategy Rapid charge points are one of Places in London that provide Charging zone in which vehicles for London. two types – AC or DC. Current access to a range of commercial, that do not comply with emissions rapid AC charge points are rated at cultural and civic activities, including standards for air pollutants will be London Plan 43 kW, while most rapid DC charge shopping, leisure, employment, subject to a daily charge.121 The Mayor’s spatial development points provide 50kW power. Both entertainment, culture, and social and strategy for London. will charge the majority of EVs to community facilities. Town centres are Vision Zero 80 per cent in around 30–60 minutes classified in the London Plan according An approach to road danger reduction Londoners (depending on battery capacity). to their existing role and function in that works towards the elimination of Permanent and temporary residents Tesla Superchargers are also rapid light of characteristics such as scale, road traffic deaths and serious injuries of London and, where also applicable, DC charge points and charge at mix of uses, economic performance by reducing the dominance of motor commuters from outside London, around 120kW. and accessibility. vehicles on London’s streets. visitors and tourists. Rapid AC charge points use a Transport for London Road Zero Emission Capable Low Emission Zone (LEZ) tethered Type 2 connector, and rapid Network (TLRN) (ZEC) vehicle A charging zone across most of DC charge points are fitted with a Described in the GLA Act 1999 as A vehicle that is constructed to Greater London for vehicles that tethered CCS, CHAdeMO or Tesla the Greater London Authority Road be capable of operating in zero do not meet emission standards for Type 2. The rapid charging protocol is Network, this is now known as the emission mode for at least part of its particulate matter. dictated by the vehicle manufacturer, Transport for London Road Network. operating cycle. The zero emission therefore different vehicles require It comprises 580km of London’s red mode may be augmented by an ICE Mayor’s Transport Strategy different rapid connectors. So rapid routes and other important streets. configured to extend the driving The strategy that sets out the Mayor’s charge points are usually deployed range of the vehicle, either by policies and proposals to reshape with at least two and sometimes all Ultra Low Emission Vehicle (ULEV) propelling the driven wheels or by transport in London over the next three connectors (referred to as multi- Since 2009, OLEV has considered powering an on-board generator. two decades. standard charge points). an ultra low emission vehicle to be a car or van that emits fewer than 75 Zero Emission Zone (ZEZ) Plug-in hybrid electric vehicle (PHEV) Slow chargers grams of CO2 from the tailpipe per A zone within which vehicles not An EV that combines a small plug-in A charge point that provides power kilometre driven, measured against capable of operating with zero- battery with an internal combustion from around 3kW AC. They typically the European test cycle. Recognising pollutant exhaust emissions are engine (ICE). These typically use the take between six and 12 hours to fully advancements in technology, from subject to road user charges (similar battery to drive the wheels at low charge a BEV with a 22kWh battery, 2021 OLEV expects to define an ultra to ULEZ or LEZ) and/or other vehicle speeds, or for a limited range, with the or two to four hours to fully recharge low emission vehicle as a car or van prohibitions or restrictions. petrol- or diesel-fuelled ICE used for a PHEV with a 7.6kWh battery. EVs that emits fewer than 50 grams of greater speeds and longer distances. charge on slow charge points using a CO2 from the tailpipe per kilometre cable that connects the vehicle to a driven, measured against the relevant Private Hire Vehicle (PHV) three-pin or Type 2 socket. test cycle. Any vehicle that seats up to eight passengers and is available for hire with a driver. These vehicles require a PHV licence to operate in London.
121 The Road to Zero: Next steps towards cleaner road transport, HM Government, 2018 https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_ data/file/739460/road-to-zero.pdf
104 105 Appendix A Detailed modelling assumptions and approach
Overview 4. User charge 6. Charger utilisation 2. EV sales assumptions behaviour assumptions assumptions
This section of the appendix It should be noted, that for the provides the detailed assumptions purposes of the model, our behind the modelling outputs scenarios have been limited to described in the delivery plan. those linked to the sale of vehicles 1. Current 5. Infrastructure energy 7. Potential 3. Future EV parc and demand for charging. We EV parc requirements infrastructure variations The purpose of this modelling have not specifically modelled was to quantify the sense of scale scenarios linked to different economic for EV charging infrastructure to growth projections, or to societal or 2025 based on feasible demand emerging technological trends. scenarios. Scenario development is an established technique, commonly used EV disposals when exploring uncertain futures.
Disclaimer capacity, including some potential Model structure 1. Current EV parc Figure 24 The following key points need to be mass market models The model has seven key As of the end of 2017, there Basic conceptual model considered regarding the modelling: components, linked together as were approximately 3.1m vehicles for EV infrastructure 4. Charge points started at 3kW indicated in Figure 24, which also registered in London, of which requirements toward 2025 1. To date, the vast majority of EV power and now machines with forms the structure of this section approximately 84 per cent were adoption forecasts have been a theoretical output of 350kW of the appendix. Infrastructure cars/LGVs and approximately four optimistic and inaccurate are being tested. It is still unclear, requirements are a function of per cent were taxi/private hire. Only however, what proportion of infrastructure energy demand and 14,000 of these were EVs (Figure 26). 2. A major factor is lack of supply. vehicles may be able to use these charging utilisation. Infrastructure This has been due to the lag energy demand is a function of future For simplicity, the modelling has involved in making the transition 5. There is significant uncertainty EV ‘parc’ (the total number of vehicles) assumed that miles travelled for to establishing the required regarding future driver behaviour. and charging behaviour. Future EV calculation of charging energy manufacturing capacity. In Current low volumes, evolving parc is a function of current parc, demand is based on miles travelled addition, vehicle manufacturers for vehicle and charging products and future sales and disposals. by vehicles registered in London. It is commercial reasons will not declare and different charging locations noted that two errors occur by using actual volumes, product mix or mean that behaviour has not The basic underlying mechanics of registration data as a proxy for the technology to be employed normalised as it has for diesel/ the model are further captured in the relevant vehicle parc. First, there are petrol via a filling station. equations in Figure 25. The calculation vehicles registered in London that do 3. Battery capacities have been of the number of chargers required not operate in London (eg, registered increasing. While it is thought It is against these uncertainties and at any point in time is modelled as a to head office address). Second, there that this will now stabilise around others that the following modelling function of the total energy demand are vehicles registered elsewhere that an average of 40–50kWh, there has been developed. for a given charger type, divided by travel into London. are multiple offerings of greater the average energy supplied for that charger type.
106 107 Figure 26: London vehicle registrations, split by segment, 2017124 (% total registrations in London) A. Total energy demand (per charger type) Number of chargers required 2,800 2,578 (per charger type) (81.5%) B. Charger uǎlisaǎon (avarage energy supplied per charger type) 2,400
2,000
% Charger Average Average Vehicle parc type use 1,600 distance travelled energy efficiency A (by vehicle/ (by vehicle type) (by vehicle type) (by vehicle type) charger type) 1,200
800
% Effecǎve Average 219 Power raǎng 400 (7%) 120 87 B charge rate charge ǎme 21 20 20 16 (per charger type) (4%) (3%) 5 (per charger type) (per charger type) (1%) (0.5%) (1%) (1%) (1%) 0 Cars LGVs Motorcycles Private hire Taxi Car clubs HGVs Buses and Other coaches vehicles*
Figure 25 Analysis by TfL indicates that, on 2. EV sales assumptions represent approximately 30 per cent zero per cent annual vehicle sales Basic logic-derived average, 74 per cent of the vehicle Future EV sales represent a key of sales by 2025, as indicated in Figure growth. This is deemed reasonable equations used in model kilometres driven on London’s uncertainty and were identified 27. This higher scenario aligns with as car sales have roughly plateaued for the number of chargers roads are driven by London residents, as variable for high- and low- Mayor’s Transport Strategy modelled in London in the years 2015–2017 required to 2025 while 62 per cent of vehicle kilometres scenario development. This objectives for zero emission and a (one per cent annual decline) after driven by London’s residents were reflects considerable uncertainty trajectory that meets the Department a period of greater annual growth on London’s roads.122 Therefore the in both the supply of, and demand for Transport’s Road to Zero objective since 2011.126 This is also aligned with scale of actual mileage travelled in for, EVs. Growth scenarios have of at least 30 per cent of sales to be Mayor’s Transport Strategy forecasts London is 83 per cent of the baseline been tested and developed in zero emission by 2030. for population growth and road vehicle assumption (62 per cent/74 per conjunction with taskforce and kilometres to 2025. cent). However, the modelling also external industry experts. These EV growth rate assumptions are assumes all vehicles are travelling applied to total vehicle sales (EV and Adoption rates for taxi and PHV average mileage for London, which For vehicle classes of private cars, LGVs ICE) from 2017,125 assuming overall segments are determined separately. is approximately 60 per cent of UK and motorcycles, the low scenario average mileage (12,500km/year123 v represents slow growth of sales, 7,500km/year). When proportioned increasing 10 per cent every year from out, using London registrations only the current low base to approximately results in a roughly equivalent scale six per cent in 2025. The high scenario * Other vehicles include rear diggers, lift trucks, rollers, ambulances, three wheelers and of mileage for use in calculation of represents a faster pace of growth, agricultural vehicles. Hackney carriages have been removed from this category to make up estimating electricity demand. increasing 35 per cent every year to the ‘taxi’ category
122 Source for percentage of residents using London’s roads from Analysis of Project Edmond 124 DfT Statistics for London, Dataset VEH0105. An estimated 4,500 car club vehicles have data, City Planning, TfL been included in the data above, however this is not sourced from DfT 123 National Travel Survey, RAC, www.racfoundation.org/motoring-faqs/mobility#a24 125 DfT Statistics for London, Dataset VEH0131 126 DfT Statistics for London, Dataset VEH0130
108 109 Figure 27 32 EV sales growth rate scenarios for cars, LGVs and motorcycles, percentage 28 per year 24 High sales scenario: 35% year-on-year sales growth 20
Low sales scenario: 16 10% year-on-year sales growth 12
8
4
0 2015 2017 2019 2021 2023 2025
Image 24 This is as a result of the requirement of the PHV sector will have an annual This, however, is not a sensitive input EVs charging for all new taxi registrations in London turnover of one sixth of the fleet due to the relatively small starting base. to be ZEC from 2018 and all new from 2021, and that its replacement The total number of new registrations is (under 18 months old) PHVs licensed fleet will comply with the new PHV taken as the overall fleet increment plus for the first time to be zero emission emissions standards. In the low the replacement rate of the existing from 2020.127 scenario, it is assumed that all PHVs fleet, assuming a five-year replacement will have a slower annual turnover of period. The proportion of electric new For taxis, stakeholder and industry one eighth of the fleet to comply with car club vehicles has been modelled as information has indicated a reasonable the new PHV emissions standards 40 per cent in 2018, increasing to 100 assumption would be for 1,000 ZEC for London. The low scenario also per cent by 2025 in the high EV sales taxis per year from 2018–2025, with assumes that Uber reaches 50 per scenario, and 20 per cent, increasing an additional 1,000 each year for 2019 cent of its targeted ambition for 2025, to 80 per cent, in the low EV sales and 2020. feasibly due to more gradual driver scenario. This is considered reasonable uptake and/or limited vehicle supply. as the two largest car club fleets in The largest PHV fleet is Uber, which London, Zipcar and DriveNow, have has stated an ambition for 20,000 For car clubs, an annual growth rate both added a significant number of EVs of its drivers to switch to EVs by the of 10 per cent has been assumed for to their fleets in 2018. end of 2021, and 100 per cent of its the overall car club fleet. This reflects drivers to have done so by the end growth in the size of the fleet by close of 2025. This has been reflected as a to 20 per cent annually over the past gradual ramp-up in the high scenario five years. While this is expected to along with an assumption that the rest continue, it is unclear to what extent.
127 TfL Taxi and Private Hire: tfl.gov.uk/info-for/taxis-and-private-hire/emissions-standards-for- phvs
110 111 Figure 28 Low sales scenario High sales scenario 100% EV new registrations 52% 46% 40% 34% 28% 22% 16% 10% growth scenarios for 18 18 90% high-mileage user categories 16 90% (taxis, PHVs and car clubs), 16 16 80% 84% percentage per year. Uber 14 14 78% vehicles have been separated 70% out to show what a large 12 11 12 72% proportion of the expected 10 10 9 60% 66% PHV EV sales they represent 8 8 60% 50% 54% Car clubs 6 6 6 48% 4 4 40% PHV (non-Uber) 2 2 30% PHV (Uber) 0 0 2020 2025 2020 2025 20% Taxis
10%
0% 2018 2019 2020 2021 2022 2023 2024 2025
Figure 29 Low sales scenario High sales scenario A summary of taxi, private hire and The exception to this has been for Figure 30 Scenarios of new car club EV new registrations is shown taxis, Uber PHVs and car clubs. Modelled split of sales registrations of EVs between BEV and PHEV for 90 90 in Figure 28. For Uber, all EVs are assumed to in London, by year, 80 be BEVs (in line with Uber’s public cars, motorcycles, LGVs and thousands 80 80 non-Uber PHVs in London The combined EV sales scenarios announcements). For taxis, the current 70 70 Car clubs are provided in Figure 29 and indicate available model is a PHEV, with BEV 60 60 a range of 20,000 to 77,000 EVs initial deliveries of a BEV model later PHV 50 50 in 2025. in 2019. The proportion of BEVs is PHEV therefore assumed to be 10 per cent Taxis 40 40 A further element of future EV in 2019, with a gradual increase to 90 30 30 23 LGVs 22 sales modelling is consideration of per cent by 2025. For car clubs, the 20 13 20 the split between BEVs and PHEVs. high EV sales scenario has assumed Motorcycles 10 10 This has been modelled to allow for all new EVs will be BEVs and the low 0 0 different potential charging behaviours EV sales scenario has assumed 50 per Cars 2020 2025 2020 2025 across the vehicle types. A simple cent of new EVs will be PHEVs. assumption has been adopted, starting with the current split of 52 per cent As this is a potentially sensitive PHEV to 48 per cent BEV.128 The assumption for end outputs, it is proportion of BEVs is then assumed revisited at the end of this appendix. to linearly increase to 90 per cent by 2025, based on the reasons outlined in Chapter 2.
128 PHEV and BEV split, SMMT data
112 113 For category 3, different features of charge time for each of the user reflecting likely charging differences groups. While there is a somewhat have been used between: arbitrary nature in some assumptions, they are based on a set of reasoned yy Depot-based fleets principles, set out in Table 13.
yy Private fleets (non-depot based) – 5. Infrastructure delivery focused energy requirements Charger energy demand can be yy Private fleets (non-depot based) – modelled by combining the vehicle service/trade focused parc/user charging behaviour scenarios and the assumptions on Car clubs (category 4) have been annual distance travelled and fuel modelled uniformly (although there is consumption for the different vehicle some variance for type of powertrain categories provided in Table 14. – see below). Table 15 provides the modelled The third level relates to the vehicle’s output of electricity demand powertrain, where the difference in across the two sales scenarios. charging behaviour between PHEVs This is followed by Table 16, and BEVs is assumed to be significant. which provides the same modelled output data, but split per user To reflect the inherent uncertainty subgroup and by the modelled split associated with user group behaviour, between publicly accessible and scenarios have been developed to private charging. It indicates that, Image 25 3. Future EV parc To make the assumptions contained reflect high and low potential usage by volume of electricity, the taxi LEVC Taxi charging at The future EV parc is simply the in this appendix more insightful, range for different charger types. and private hire fleet, particularly rapid charge point cumulative sum of the annual EV the user groups have been split into those without off-street charging, sales to 2025. Figure 31 provides three levels. Table 12 captures the input is the dominant user group in the the modelled outcomes of EV parc assumptions regarding proportion timeframe between now and 2025. and indicates a range of between The first level divides by approximately 130,000 and 330,000 vehicle category: EVs in 2025. For simplicity (and given the relatively short timespan of the 1/ Cars and motorcycles modelling), no EV disposals have been Low sales scenario High sales scenario Figure 31 incorporated into the model. 2/ Taxis and private hire vehicles London EV parc, by year and scenario, thousands 350 350 335 4. User charge 3/ LGVs 24% Car clubs behaviour assumptions 300 300
User charging behaviour is the 4/ Car clubs 250 250 PHV second key uncertainty identified 200 200 Taxis in the model and therefore has The second level is based on what is 62% also been selected as a variable for assumed to be the most differentiating 145 150 150 LGVs scenario generation. As we remain at additional feature of each category. the early stages of EV adoption and 100 100 Motorcycles 64 behaviours are not yet established, a For categories 1 and 2 this is access 45 number of assumptions have had to be to off-street parking, which is the key 50 50 Cars developed. enabler of private charging. 0 0 2020 2025 2020 2025
114 115 Table 12: Proportion of energy attributed to charger category types, per user group and Table 13: Principles for user charging behaviour assumptions charging scenario, percentage per user group
Vehicle Basic % vehicle EV High private/ High destinaton High rapid category archetype category type residential (%) /slow to fast (%) charging (%)
1 Off-street PHEV 95 0 5 0 85 0 15 0 90 0 10 0 1 The proportion of EV sales for those with access to off-street parking is assumed to be the same parking 60% as the proportion of all vehicles that have access to off-street parking. ie, 60 per cent of EVs for BEV 95 0 3 0 85 0 10 5 85 0 5 10 129 Cars and private cars and motorcycles have off-street parking
motocycles 1 No off-street PHEV 20 75 5 0 20 50 30 0 20 50 30 0 2 The proportion of EVs for taxis and private hires with access to off-street parking is assumed parking 40% to be the same as the proportion of all taxis and private hires that have access to off-street BEV 20 70 5 0 20 50 25 5 20 45 5 30 parking. ie, 25 per cent of taxis and PHVs have off-street parking
2 3 Those with access to off-street parking will use home charging for the vast majority of Off-street PHEV 90 0 0 0 80 0 5 15 80 0 0 20 charges, taxi/private hire will draw a slightly lower proportion due to their greater electricity parking 25% BEV 85 0 0 0 80 0 5 15 80 0 0 20 requirements and absence of dedicated workplace chargers. ie, cars/motorcycles with off-street Taxis and parking will draw 85–95 per cent of electricity needs from private (home/workplace) chargers, private hire 2 No off-street PHEV 0 70 0 0 0 70 5 25 0 50 0 50 taxi/private hire 80–90 per cent parking 75% BEV 0 70 0 0 0 70 5 25 0 50 0 50 4 Depot-based LGVs will use depot charging for the vast majority of charges. For non-depot- based vehicles, service/trade vehicles will use a higher proportion of residential slow to fast 1 Depot-based PHEV 100 0 0 0 85 5 10 0 90 5 5 0 chargers than delivery vehicles, owing to the longer average duration of their stops. ie, 80–100 fleets 33% per cent of charges are private for depot-based vehicles BEV 95 0 0 0 85 0 5 10 80 0 0 20 5 Smaller batteries and ability for PHEVs to use petrol means a significant proportion of their Private PHEV1 80 15 5 0 70 15 15 0 55 20 20 5 energy requirements will continue to be provided by hydrocarbon fuels (eg, petrol/diesel). For Vans owned 33% taxis and private hire PHEVs, larger batteries, ability to take rapid charge and relative financial delivery BEV 60 15 0 0 60 20 10 10 45 15 0 40 importance mean that a higher proportion will use electricity over petrol/diesel. ie, 30 per cent of distance travelled to be powered by electricity for private PHEV cars, motorcycles and LGVs, 1 Private PHEV 70 25 5 0 60 25 15 0 45 40 10 5 and 50 per cent for taxi/private hire PHEVs owned trade 33% BEV 50 30 10 0 50 30 15 5 40 30 10 20 6 Use of rapid chargers for PHEVs should reflect charging ability of PHEVs as many PHEVs cannot use rapid chargers. The exception is taxis and private hires where use of rapid chargers is PHEV1 0 60 20 0 0 40 30 30 0 40 20 40 possible and also more likely owing to high mileage and need for high vehicle availability. ie, for Car clubs – 100% private PHEVs, assumed use is zero to five per cent and 10-50 per cent for taxis/PHVs BEV 0 60 20 0 0 40 30 30 0 40 20 40 7 For public charging of BEVs, residential slow to fast or rapid chargers will dominate a large proportion of charging, destination slow to fast charger use will be more limited as this type combines length charge times with scenarios where the vehicle is typically parked for shorter 6. Charger utilisation assumptions indicates what may be a reasonable periods of time (eg, 30–60-minute shopping trips). Taxis and private hire will use a higher An assumption regarding average upper bound utilisation. The hours proportion of rapid chargers than private vehicles owing to high mileage and need for high energy provided per charger is for on-street residential are assumed vehicle availability. ie, rapid use of five to 30 per cent for private car without off-street parking, required to attempt linking energy higher than other charger types due 25–50 per cent for taxis/private hire demand to the scale of infrastructure to the nature of overnight charging. 8 Car clubs will not charge privately but instead require a mix of either residential/destination chargers. Figure 32 indicates what The navy bar indicates currently slow to fast chargers or rapid charging. ie, zero per cent private charging, 30–60 per cent may be considered a reasonable range observed levels of average charger residential slow to fast, 20–30 per cent destination and 20–40 per cent rapid charging of average utilisation by plug-in time. utilisation observed by TfL and Zero While maximum theoretical utilisation Carbon Futures (ZCF). The orange may be 24 hours per day, this is bars indicate the nominal utilisation considered impractical and would be assumptions adopted for the model. 129 For categories (1) and (2), the split of access to off-street parking is assumed proportional likely to involve unreasonable levels These are assumed to be higher to our current understanding of access for such user groups based on an earlier study of queuing. The light-blue bar instead than the currently observed levels for private cars and insights provided by taxi and private hire user groups. This is a key assumption, which could vary outcomes significantly if one was to assume EV sales would disproportionately represent those with off-street parking, which would be a reasonable assumption where publicly available charging infrastructure is a significant barrier to adoption. However, given the purpose of the taskforce and delivery plan is to ensure that infrastructure is effectively not considered a barrier, this has been modelled as such
116 117 as current levels are considered 7. Potential infrastructure variations Table 14: Annual distance and energy consumption rate assumptions per vehicle category underutilised. These numbers are The final component of the model also considered to be adequate for an provides potential scale of required economically sustainable commercial infrastructure and builds on all Distance travelled per segment, km/year return on the infrastructure.130 previously developed assumptions within the model. Numbers are highly As covered in Chapter 2 of the dependent on actual EV sales, actual Distance Segment travelled Comment delivery plan, plug-in time is only user charging behaviour and actual one component of utilisation as, utilisation levels. For this reason, they Cars 7,500 Calculated by dividing total London fleet vehicle kilometres in many instances, the charge should not be treated as targets, but travelled from Emissions Factor Toolkit (LAQM) by total London rate during the time plugged in rather to provide a sense of scale for a fleet (DfT) will not equal the nominal charge number of ‘what if’ scenarios. rate of the charger. Given this, it is Motorcycles 5,000 Calculated by dividing total London fleet vehicle kilometres necessary to make assumptions on Figure 33 provides the range of travelled from Emissions Factor Toolkit (LAQM) by total London fleet (DfT) the effective average charge rate. modelled outputs for rapid chargers, Figure 34 for destination slow to fast Vans 15,000 Calculated by dividing total London fleet vehicle kilometres Using the same categories as Figure and Figure 35 for residential slow to travelled from Emissions Factor Toolkit (LAQM) by total London 31, Table 17 describes the effective fast. Each of these charts provides fleet (DfT) charge rates used in the model modelled number of chargers for the Taxis 45,000 Based on taxi survey data that drivers travel an average and, combined with plug-in time different user behaviour scenarios 70 miles per day (~110km) for an estimated 300 days per year assumptions, how this translates (down the page), for two time periods to energy supplied per charger per 2020 and 2025 (across the page) PHV 60,000 Provided by large PHV operator, includes personal distance day. Rapid chargers have assumed and for low and high EV adoption travelled for an average full-time driver a higher effective charge rate given scenarios (within each behaviour that likely pricing structures will scenario/time period block). incentivise effective time use. Two coloured segments are provided Energy consumption rates per segment, kWh/km to differentiate the charger demand associated with Uber and non-Uber Energy to indicate the relative importance of Segment consumption Rationale this user group and their ambitions toward 2025. Cars 0.18 Consumption ranges from 0.13-0.23, with 0.18 selected as a mid-range reference point131
Motorcycles 0.06 Consumption ranges from 0.05-0.08 for models of ‘Zero Motorcycle’132
Vans 0.25 Consumption ranges from 0.18-0.28, with 0.25 selected as a representative mid-range reference point
Taxis 0.22 Calculation estimates for the LEVC ZEC taxi based on quoted EV range and assumptions about total/usable battery capacity. Expected that given size, weight and passenger loading, taxis will be closer to LGVs (vans) than cars
PHV 0.20 Selected as an interim value between private cars and taxis as PHVs are skewed towards Multi-Purpose Vehicles (MPVs)
130 Based on high-level calculations of current commercial pricing per kWh, infrastructure 131 TfL analysis of popular models capital costs, some operational and maintenance allowance and 10-year payback periods 132 spritmonitor.de
118 119 Total electricity demand scenarios by vehicle category, GWh per year Table 15: 14 Figure 32 Range of average utilisation plug-in time per charger type, 12 hours per day 2020 2025 12 12 Assumed max 10 average utilisation 10 10 Low sales High sales Low sales High sales Value used in model 8 PHV 71 141 544 908 8 8 Empirical Zero Carbon Futures (ZCF) Taxis 28 28 69 69 6 observations of current UK infrastructure Cars 26 37 74 232 5 4 LGVs 5 8 18 56 4
MCs 0 0 1 3 2 2 Car clubs 3 3 11 15 0 Total 134 218 717 1,283 Rapid Desǎnaǎon Residenǎal
Table 16: Total electricity demand by key sales and public/private charging scenario, split per user subgroup, GWh per year
Table 17: Assumed effective charge rates per charger type and average energy per day 2020 2025
Vehicle Low sales and High sales and Low sales and High sales and Destination Residential category Basic archetype high private high public high private high public Charger type Rapid slow to fast slow to fast
Off-street 16 22 45 141 Cars and parking Assumed capacity kW 50 11 7 motocycles No off-street parking 11 15 30 94 Off-street parking 25 42 153 244 Taxis and Effective charge rate – observed 50% 23% 19% private hire No off-street Source: ZCF and TfL parking 74 127 459 733 Depot-based fleets 2 3 6 18 Effective charge rate – modelled 75% 50% 50% Private owned Assumed to increase over time Vans delivery 2 3 6 18 Private owned trade 2 3 6 18
Car clubs – 3 3 11 15 Average energy per day – modelled kWh/day 150 44 32
Total 134 217 717 1,282
120 121 Figure 33 High private/residential slow to fast High destination slow to fast High rapid Modelled number of rapid chargers by charge behaviour 4,120 4,200 4,200 4,200 and sales scenario for 2020 and 2025 3,600 3,600 3,600
Low sale: 3,000 3,000 3,000 2,456 Uber 2,369 2,400 2,400 2,084 2,400 Non-Uber 1,800 1,456 1,800 1,800 1,276 High sale: 1,200 1,200 1,200 690 Uber 600 401 600 353 600 412 236 210 Non-Uber 0 0 0 2020 2025 2020 2025 2020 2025
Figure 34 High private/residential slow to fast High destination slow to fast High rapid Modelled number of destination slow to fast 6,119 6,200 6,200 6,200 by charge behaviour and sales scenario for 2020 5,425 5,425 5,425 and 2025 4,650 4,650 4,650
Low sale: 3,875 3,875 3,875 3,045 Uber 3,100 3,100 3,100
Non-Uber 2,325 2,325 2,325 1,550 1,550 1,550 High sale: 1,025 1,210 822 676 775 347 775 775 493 Uber 108 138 180 236 0 0 0 Non-Uber 2020 2025 2020 2025 2020 2025
Figure 35 High private/residential slow to fast High destination slow to fast High rapid Modelled number of residential slow to fast 47,517 48,000 48,000 45,789 48,000 by charge behaviour and sales scenario for 2020 42,000 42,000 42,000 and 2025 36,000 36,000 36,000 33,706
Low sale: 30,000 28,168 30,000 27,512 30,000
Uber 24,000 24,000 24,000 19,858 Non-Uber 18,000 18,000 18,000 12,000 12,000 12,000 High sale: 8,069 7,782 5,729 6000 4,867 6,000 4,649 6,000 3,388 Uber 0 0 0 Non-Uber 2020 2025 2020 2025 2020 2025
122 123 100% 52% 55% 59% 62% 65% 67% 72% 75% 90%
80%
70%
60%
50% 48% 40% 45% 41% 38% 30% 35% 33% 28% 20% 25%
10%
0% 2018 2019 2020 2021 2022 2023 2024 2025
Figure 36 Sensitivity testing: BEV v PHEV As can be seen in Figures 37, 38 Alternative projection As indicated in the description of and 39, the impact of this change between PHEV component 2 of this model (EV sales is significant, indicating a potential and BEV assumptions), the split between reduction in the need for rapid and BEV BEV and PHEV sales is a potentially residential on-street chargers of the sensitive input and is tested in the order of 30–40 per cent. This is due PHEV section below for impact on end to PHEVs’ lower use of rapid chargers potential infrastructure variations. The and lower overall electricity demand Uber EV fleet was earlier assumed to due to the significant proportion be 100 per cent BEV. In this scenario of distances travelled using the testing, the EV adoption assumptions traditional combustion engine. are kept but only 50 per cent are assumed to be BEVs.
Image 26 EV charge point connector in use
124 125 Figure 37 High private/residential slow to fast High destination slow to fast High rapid Modelled number of rapid chargers by charge behaviour 2,478 2,500 2,500 2,500 and sales scenario for 2020 and 2025 2,000 2,000 2,000 Low sale: 1,585 Uber 1,500 1,433 1,500 1,500 1,275
Non-Uber 931 1,000 1,000 829 1,000 High sale: 500 500 500 431 Uber 244 279 155 141 218 Non-Uber 0 0 0 2020 2025 2020 2025 2020 2025
Figure 38 High private/residential slow to fast High destination slow to fast High rapid Modelled number of destination slow to fast 4,200 4,200 4,084 4,200 by charge behaviour and sales scenario for 2020 and 2025 3,500 3,500 3,500
Low sale: 2,800 2,800 2,800 2,147 Uber 2,100 2,100 2,100
Non-Uber 1,400 1,400 1,400 1,244 782 High sale: 629 700 700 551 700 501 299 Uber 104 131 180 237 0 0 0 Non-Uber 2020 2025 2020 2025 2020 2025
Figure 39 High private/residential slow to fast High destination slow to fast High rapid Modelled number of residential slow to fast 29,700 30,000 30,000 28,462 30,000 by charge behaviour and sales scenario for 2020 25,000 25,000 25,000 and 2025 21,142 Low sale: 20,000 18,513 20,000 17,975 20,000
Uber 15,000 15,000 15,000 13,001
Non-Uber 10,000 10,000 10,000 High sale: 5,176 4,906 5,000 3,383 5,000 5,000 3,669 3,174 2,331 Uber 0 0 0 Non-Uber 2020 2025 2020 2025 2020 2025
126 127 Appendix B Principal author: Zero Carbon Futures
Introduction Workshop 1 – User requirements to 2025 – 17 July 2018
Three workshops were conducted Each workshop focused on a separate Purpose EV charging requirements, in London between July and October topic, beginning with presentations The workshop was designed to vehicles and use in London, 2018 to consult with knowledgeable regarding London’s current position, ascertain stakeholders’ views and private and commercial EV stakeholders on the need for public which were used to introduce about likely EV user driving and user examples. charging facilities in London to 2025, the topics for further discussion. charging behaviour in London to the current barriers and potential Discussions were led in small mixed 2025, to identify different types of A central question was then posed solutions, and the associated groups of stakeholders by TfL, the EV user, their journey characteristics to frame the group discussions – challenges and opportunities they GLA and ZCF staff, focusing on and public charging needs. This ‘Users wish to charge wherever and present. The information gathered questions key to the information information fed into the requirements whenever they want. What does this was used to inform the EV required to create an appropriate modelling exercise that informs the mean for London?’ – followed by infrastructure taskforce’s delivery delivery plan. Each group discussed delivery plan. seven questions that were designed plan for London to 2025. the same questions to gain a wider for group discussion to ascertain cross-section of responses capturing Method stakeholders’ views regarding likely EV A broad cross-section of stakeholders the varied views of stakeholders with This half-day workshop representing user driving and charging behaviour in was invited to attend three different roles and objectives in this users, suppliers, Government and London to 2025, covering: workshops, including current and marketplace. Note-takers documented consultants interested in public potential EV users, charging network the discussions in each group, enabling EV charging solutions for London yy Different types of EV user (user operators and charge point suppliers, a summary record to be prepared was attended by 64 stakeholders. characteristics, journey types) vehicle manufacturers, national of each workshop’s findings. Each Attendees were split into eight Government, boroughs, DNOs, energy workshop ended with a question and groups for break-out discussion, yy Their journey characteristics suppliers and solution providers, land answer session, providing attendees of which five groups focused on (distance, frequency, predictability, owners and investors. with the opportunity to make wider the requirements of commercial destinations, parking duration) comments for consideration. users and three groups on private Some stakeholders were consulted users’ needs. Attendees were yy Their public charging needs separately in addition to these Results of the workshops and wider assigned to specific groups, enabling (frequency, energy, location types, workshops to gain greater insight stakeholder engagement activities a wide variety of stakeholders’ views charger speeds) with: into current conditions and future were presented to the taskforce to be discussed and responses requirements. This included taxi and members at regular meetings gathered. Representatives of diverse – Current 130 miles EV range PHV operators, Lo-CITY members, and discussed in order to agree commercial users included delivery DNOs, existing charging network appropriate delivery plan actions. and servicing fleets, police and – Future 250 miles EV range operators in London, vehicle ambulance services, boroughs and (next-generation vehicles) manufacturers and operators. car-club operators, whose views were complemented by vehicle lease and Responses were captured using manufacturer organisations. post-it notes on templates prepared for each group, and were Presentations were provided on supplemented by comments recorded barriers to EV adoption, modelling of by the note-taker for each group.
128 129 Outcomes yy Many and varied destinations were yy Appropriate charger type depends Specific challenges highlighted This workshop highlighted many identified in London, dependent on cost, availability and location for London: potential EV users in London. It also upon journey purpose that can be but convenience is key for identified that public charging facilities linked NTS data commercial users yy Demand for public charging are important in inner London to depends upon the relative facilitate commercial users and in yy Most private and commercial yy Slow/fast (up to 22 kW) chargers convenience, availability and residential areas without off-street vehicles are stationary for are adequate near home and work pricing of alternative charging parking to support private and home- more than four hours per day, but the certainty of rapid chargers is solutions eg, at homes, depots, based commercial users. typically near home, at work vital during business hours workplaces and privately operated including depots and at long-stay destinations which are outside EV user types and travel behaviour: destinations, suggesting that slow/ Private and commercial users’ charging TfL or borough control fast (up to 22 kW) charging may requirements at next-generation 250 yy Many types of potential EV user be adequate in many situations miles range: yy Continuing demand for near-home were identified by stakeholders. charging in London from both Characteristics such as distance, Private users’ charging requirements yy EV users won’t necessarily private users and commercial users frequency and destination types may at current 100-130 miles EV range: travel any further on a daily basis, with a home base, in spite of local be used to define user archetypes for except for making occasional parking and streetscape challenges modelling of charging requirements yy Most private users in London longer journeys require only one charge per week, yy Commercial charging requirements yy The many use cases identified for preferably near home yy Private users still prefer to charge vary greatly between delivery and private and commercial EV users near home or work service use- cases, and both journey can be aligned with National Travel yy Slow to fast chargers provide distance and destination can be Survey (NTS) trip definitions.133 This an adequate solution in London yy Slow to fast (up to 22 kW) unpredictable so public in-transit enables average trip characteristics near home, work and destinations chargers are still adequate for charging solutions are required to to be used for modelling charging with a minimum of four hours’ most users’ needs provide certainty requirements stay duration yy Cost and convenience factors yy Commercial public charging yy Most private users travel fewer yy Rapid chargers are required at become even more important for requirements depend upon the than 10 miles per day, with only in-transit locations for the few the utilisation of public charging availability and relative cost of occasional daily journeys above 100 high-mileage private users and infrastructure. Public charging alternative depot, home and in- miles. This suggests that charging is occasional longer private journeys facilities must be cheap, in suitable transit charging opportunities only required once per week locations and reliable Rapid charging hubs may also be yy Most commercial users travel fewer an alternative solution for those than 75 miles per day, suggesting without off-street parking, depending that charging is required every upon location, availability and cost. Workshop 2 – The enablers for charging to 2025 – second day Commercial users’ charging 30 August 2018 yy Only a few taxi and PHV users, and requirements at current 100-130 some supply chain deliverers, travel miles EV range: Purpose Method more than 150 miles per day. This The workshop was designed to This workshop was attended by suggests that quick turnaround yy Commercial users’ requirements gain insight into the challenges 59 stakeholders with experience rapid charging solutions are required vary from one charge per week to encountered in London to date for the of charging infrastructure roll-out, to support these use cases more than one charge per day roll-out and operation of EV charging representing charging equipment solutions regarding land, energy and suppliers and installers, charging operational barriers, to invite ideas network operators, energy suppliers for solutions and to identify the and technology solutions, DNOs, organisations necessary to enable vehicle manufacturers and fleet them to 2025. operators. Attendees were assigned 133 NTS trip definitions can be found on page 11 of the following document produced by the DfT: https://assets.publishing.service.gov.uk/government/uploads/system/uploads/ attachment_data/file/729523/nts-2017-notes.pdf
130 131 to six discussion groups to provide Further guidance and education is only parking bays to them, until yy Little data available on where a broad cross-section of views. This required from central Government demand justifies this with the power capacity exists in London all-day workshop was split into three regarding how to achieve OLEV’s Road necessary enforcement activities topic sessions, with presentations to Zero strategy. yy Complicated DNO and a facilitated break-out group yy Promote the importance of EV application process discussion for each. The three topics Stakeholders believe that EV driving and charging provision in wider discussed were: and charging behaviour is not environmental and social context yy Additional agreements required normalised yet and that a short-term with landowners governing access yy Land outlook is currently hindering business yy Prioritise and streamline the (wayleaves) model development for public planning process, provide more yy Energy charging solutions. guidance to applicants, explore yy Limited space available below zoning opportunities to designate ground for new energy and yy Operations Topic 1. Land land use for charging, educate grid infrastructure Challenges identified planners on wider priorities, Presentations were provided on yy Land is expensive and scarce, both redesign charging equipment to suit yy Poor business case for energy location suitability, London rapid above and below ground London’s historic streetscape, and storage solutions charger roll-out experience, the better position chargers to minimise London Plan, London-specific town yy Existing parking capacity issues streetscape implications for other Possible solutions planning considerations, energy road users yy Use smart charging and energy constraints and opportunities, and yy Competing priorities eg, streetscape, storage solutions to minimise operational factors from both the public transport yy Develop different asset accounting peak capacity issues, plus explore operator’s and customer’s perspective. methods to value the social and usefulness of demand management yy Long, difficult planning process due environmental benefits of charging and time-of-use incentives The break-out groups were asked to to multiple stakeholder involvement infrastructure discuss each of the three topics in turn, yy Requires support of Ofgem to provide the following information: yy Landowners uncertain of yy Realistic forecasts of future public regulatory framework business case charging demand are required to yy The issues experienced in London inform charger roll-out quantities yy Use competition where appropriate yy Data available reflects early and locations to reduce cost and time for yy Potential solutions to those adopters’ behaviour only connections, and explore real difficulties yy Provide incentives for landowners possibilities of sharing capacity yy Land leases vary from 8 to 80+ to encourage them to permit and between multiple users yy Who can enable those solutions? years, generating much uncertainty enable chargers to be deployed on regarding future demand for their land yy Link charging equipment to yy The role of policymakers in charging infrastructure renewable energy generation and those solutions yy Encourage wider partnership/ storage solutions yy Many stakeholders in the land consortium approaches to public Outcomes ownership chain, making process charging provision yy Encourage the introduction of This workshop highlighted that the lengthy and costly network capacity maps by DNOs challenges are interlinked between the Topic 2. Energy three topics. Possible solutions Challenges identified yy Enable discussion about potential yy Sharing of existing land assets yy Only a power capacity problem charging sites with DNOs, EVs and charging infrastructure at peak use times of day encourage a partnership approach are clearly relevant to many of the yy Utilise off-street parking spaces to meet London’s objectives and policy areas covered in the London in residential areas (eg, schools, yy High cost and long lead-times for ease the application process Plan,134 but stakeholders have workplaces, etc) for overnight public DNO grid connections difficulty understanding its relative charging importance to public transport, cycling, walking, freight, parking and yy Deploy chargers on streets and in better streets policies. car parks without dedicating EV- 134 www.london.gov.uk/what-we-do/planning/london-plan/current-london-plan
132 133 yy Encourage the development of Possible solutions Workshop 3 – Market models and finance to 2025 – charging hubs where power capacity yy Charge, pay and go functionality is exists and users wish to go now required by Automated and 30 October 2018 Electric Vehicles Act 2018. Explore yy Value energy assets in European payment models for Purpose and a representative of the many financial accounts alternative solutions, provide one To obtain information from services that connect to it BEAMA. centralised charging information stakeholders on challenges and This session provided attendees with yy Provide incentives for energy system to customers solutions related to market models a lively debate highlighting the need generation and storage linked to and the financing of EV charging for energy and transport providers charging services yy Clarify/standardise terms and infrastructure in London to 2025. to work together to provide charging penalties for parking and overstay services where users want them Topic 3. Operations at chargers to reduce confusion, The workshop was designed to gain and costs allow. It also stressed the Challenges identified display charging fees/fines at each information regarding best practice importance of increasing utilisation yy Lack of interoperability between charger, enforce parking regulations financing solutions for public charging and the immediate opportunity multiple charging networks in at charging bays provision, ideas to increase utilisation, presented by fleet charging. The need London reduce costs and increase revenues, for better data on where, when and yy Adopt an equivalent to fuel card and the best uses of limited public how much customers will wish to yy Confusion and a lack of information system for EV fleet charging, funding and support. charge in the future was also identified at point of use regarding fees enabling automatic payments. as a key requirement for effective for charging Multiple payment mechanisms Method infrastructure business planning. may be required to suit different This final half-day workshop was yy Charging payment systems users’ needs attended by the most stakeholders, Break-out group discussions are incompatible with fleet with 95 attendees contributing to were then used to gather information operating procedures yy Introduce a ‘kite mark’ to the discussions. Attendees were on the best uses of public support encourage reliability and good split into eight groups for break-out and limited public funding to drive yy Poor maintenance and dependability customer service from charging discussion, providing mixed groups market models forward for public of existing chargers, poor customer operators. Implement a good of stakeholders with interests in charging provision. service, and security while charging practice guide (eg, default to free financing, sponsoring, installing, in some locations charging when General Packet operating and using public EV charging Outcomes Radio Services (GPRS) solutions in London. Topic 1. Utilisation yy Charging bays are blocked by communications fail, response Both the introductory presentations non-EVs or by EVs overstaying their times). Change public procurement Presentations were delivered and panel discussion highlighted the charging time lowest cost view and standards providing an introduction to the need to increase utilisation of charging economics of public charging and infrastructure in order to deliver an yy Mixed views on the benefits of yy Enforcement and parking sensors infrastructure financing methods, acceptable financial business model current charging apps, generally too (additional cost), fines, reservation followed by an invitation for for investors. many of them causes confusion for comments from attendees regarding customers yy Mixed use (transport solutions), how to reduce costs, increase revenue Possible solutions to increase market likely to consolidate and utilisation. utilisation:
A facilitated panel discussion was then yy Significant increases in plug-in presented to discuss novel methods of vehicle sales are required to increase funding public charging. The panel was public charger utilisation made up of experts from electricity and fuel suppliers who have diversified yy Realistic plug-in vehicle supply into charging services (Ecotricity and forecasts are essential to build Shell), the Government’s Infrastructure effective business plans and Projects Authority, National Grid
134 135 yy Tools required to grow the second- yy Deploy multiple chargers in Topic 3. Charging infrastructure Topic 4. Best use of public support hand plug-in vehicle market eg, locations where grid capacity exists, deployment process Given the limited availability of scrappage schemes for ICE vehicles to benefit from economies of scale Building on discussions at Workshop public funding but opportunities to accelerate the switch to plug-in in costs and provide certainty of 2, the challenges presented by the for use of TfL and borough policy vehicles supply to increase utilisation current charging infrastructure and planning roles, the stakeholders deployment process in London were suggested a number of ways in yy Charging operators should target yy Identify realistic payback periods again highlighted by stakeholders. A which public support could be most guaranteed/predictable high users in business models, using realistic number of solutions were suggested: effectively provided: eg, taxis, fleets above low use or plug-in vehicle sales forecasts and unpredictable personal users willingness to pay for data, and yy Provide consistent, long-term yy Use public funds only where realistic operating costs including London-wide policies and targets little commercial opportunity yy Processes required to manage public land lease terms, maintenance, for charging infrastructure, which exists eg, for social provision to charger use eg, reservation systems, future-proofing and customer investors can rely on to inform ensure equality and coverage maximum duration, separate parking service costs business models for all citizens across London, facilities, with enforced penalties based on likely demand for misuse. This should increase yy Reliability is essential so focus yy Agree and communicate common availability, leading to increased on warranty while minimising charging objectives and priorities yy Underwrite private sector confidence for users maintenance costs by delivering this across all London boroughs, linking investment to offset utilisation with existing services environment, transport, energy and risks in certain areas and uses Topic 2. High costs, low revenue business strategies High costs of charging equipment, yy Acceptable user pricing is key as yy Contribute to the largest- DNO connections, stakeholder customers compare public charging yy Ease the planning process by cost components eg, grid engagement and installation works in fees with home electricity costs standardising parameters, process connections, grid reinforcement London were identified as barriers to and guidance across all boroughs and energy solutions infrastructure roll-out. Furthermore, yy Investigate the provision of and reducing the time taken for limited revenue opportunities resulting additional services, including application and approval yy Ease access to land in good from current low utilisation and marketing opportunities using locations through policy and narrow service offerings compound charging infrastructure services yy Promote the common need possibly incentives this challenge. for, and benefits of, charging yy Develop valuable service bundles infrastructure to citizens, fleets, yy Ease access to information Possible solutions to improving the with other products and loyalty landowners, investors and borough about grid capacity, charging cost/revenue balance: schemes to attract and keep users representatives across London demand, investors, land owners and partnerships yy Identify good value-for-money yy Maximise revenue opportunities by charging locations combining grid exploring advertising, grid services, yy Incentivise good charging capacity, high predictable user revenue sharing and partnership network performance demand and economies of scale in investment routes infrastructure installation
yy Define and deploy appropriate charging solutions for each use case using the least cost equipment, connection and installation solutions to meet users’ needs
136 137 Taskforce members:
With thanks to:
Denise Beedell Adriana Laguna Garrett Bray Anja Lamprecht Chris Brown Anneka Lawson Christina Calderato Jane Lindsay-Green Ian Cameron Oliver Lord Natalie Chapman Donata MacCrossan Sukky Choongh-Campbell Bhavin Makwana Abdul Choudhury Rosalind Marshall Joseph Cosier Spencer Palmer Tanja Dalle-Muenchmeyer Joe Perkins Richard Dilks Mark Poulton Vicky Edmonds Ben Richards Stephanie Edwards Natasha Robinson Andrew Galligan Nathan Sanders Steve Gooding Josey Wardle Daniel Hall Victoria Wilson Lucy Hayward-Speight Katharina Winbeck Colin Herron David Wong Katherine Hulme Charles Wood Matthew Jaffa Jeremy Yapp Sarah King
138 139 PUB19_050