TOWARDS E-MOBILITY THE CHALLENGES AHEAD 2 3 Foreword

1. Executive Summary 04 Up to now, all efforts to make electric vehicles a common sight on our roads have been 2. Introduction 06 to no avail, however, with a range of new hybrid and fully electric products due to enter 3. Future Trends 10 the market in the coming months, it looks like we may finally be on the verge of an ‘eMobility’ revolution for the 4. Key Challenges 14 car industry.

5. Recommendations 28 eMobility, referring to vehicles running on plug-in electricity for their primary energy, has now become the key word for debate at the European level. The European Union was forced to set ambitious targets to cut emissions in response to the challenges of climate change, energy security and increasing oil prices. As a result, car manufactures have come up with new innovations in areas such as batteries which have made electric vehicles a truly viable option for the first time.

By pooling the experiences of its member clubs from across the EU, this FIA paper gives a unique cross-border perspective on the critical factors on eMobility currently under debate, both for users and consumers.

There will be many challenges ahead. Consumers will not automatically shift to electric vehicles if costs are high, the right infrastructure is not in place, or if they do not understand the new technologies on offer. A range of actors including car manufacturers, battery producers, energy L

u suppliers and distributors, and of course politicians, will d i c have to work together to ensure that the transition to o r p

. electric vehicles is a successful one.

“ e l e c t r i c I believe that the FIA and its member clubs are best placed c a

r to contribute to the debate on eMobility by means of i n

P engaging with our members on issues of concern to o r t

l consumers such as the introduction of new technologies, a n d the testing of new vehicles to ensure they meet the highest

O r e standards, and making the necessary services available for g o n electric vehicles. Building on our shared experiences, we . ”

G

r can take a leading role in the eMobility revolution e e n underway. c a r . fl i c k r

2

A p r .

2 0 0 4 .

2

2 Werner Kraus

F e

b Chairman of the FIA Eurocouncil .

2

0 President of Austrian Automobile club ÖAMTC 1 1

( h t t p : / / l i t e n . b e / / o r 4 v O ) . TowaRdS E-M obIlITy : ThE ChallEngES ahEad EXECUTIVE SUMMaRy 4 5 EXECUTIVE SUMMaRy 1

eMobility is dominating the debate on the future of deal with. Authorities should support the E-Mobility FIa calls for the following actions: transport and is becoming popular for policy makers, deployment of eMobility without creating market research institutions and industry. National distortions or seeking to “double-guess” market As one of the biggest emitters of CO2, the transport 1 Promoting policies that support individual authorities and local municipalities are already outcomes. They should adopt a technology-neutral sector, and in particular the passenger car segment, mobility according to the technology neutral supporting the introduction of such low carbon principle: incentives should relate to the carbon is required to make substantial improvements in its principle. vehicles, giving them specific fiscal treatment or emissions performance (on a well-to-wheel basis) environmental efficiency. The electrification of favouring their use over conventional cars (parking and not to specific technologies. In addition, vehicles has often been seen as a central option to 2 Investing in all aspects of battery research and facilities, access to restricted urban areas, access to incentives should not create additional burdens on help deliver this objective. Although electrification development, with the object of reducing its bus lanes, etc.). general energy taxation; the deployment of electric has been a recurring theme in the history of the cost, improving its capacity/mass performance, Moreover, several new products are due to enter the vehicles should be linked to the use of renewable automotive industry, recent years have seen radical and reducing the longer term environmental market in the coming months, covering a wider energies (which will give beneficial well-to-wheel changes to the context, opening up new impacts of its raw materials and processing. range of possibilities, from the micro-hybrid assessments); standardisation bodies and industries development opportunities for electric vehicles: technology already available in some models, to full need to agree on common standards and protocols climate change concerns, the increase in oil prices 3 Establishing standards and specifications for electric cars, encompassing many hybrid electric for battery charging systems and arrangements, and and long term oil scarcity, major technological battery charging arrangements and protocols technologies in between. the associated information and communication innovations in areas relevant to the automotive to promote and sustain competition on the systems. industry (eg. batteries), the pressure on innovation energy market and to prevent the emergence within the automotive sector, and the car Moving to Electric Vehicles of monopolies. Nevertheless, even with further scope for decreasing manufacturers’ response to the EU regulatory CO2 emissions by improving the efficiency of the requirements for carbon emission reductions. But the move from a conventional car to a more 4 Establish open standards battery packs to assist internal combustion engine (eg. reducing the weight electrically based mobility is not an automatic shift, the second hand market with the verification components and the engine power of vehicles) and A key word is eMobility. In the present paper particularly if users are not actively involved in the of battery status and condition when vehicles increasing the use of alternatives fuels (natural gas, eMobility refers to vehicles which rely on plug-in process and if they are not assisted in understanding change ownership. clean diesel, etc.) electric vehicles could be an electricity for their primary energy, whether or not the meaning and advantages of these new important way of improving individual mobility they have an auxiliary internal combustion engine technologies. 5 Working to increase consumers’ experiences while minimising emissions, and represent an for range extension or for keeping the battery with electric vehicles: running demonstration important challenge for European industries. charged up (Battery Electric Vehicles, Plug-in Hybrid There are not only big uncertainties surrounding the programmes to test both the technologies and Electric Vehicles and Extended Range Electric the behaviour of users. attitude and purchasing behaviour of consumers in The deployment of eMobility, in fact, will depend not

Vehicles). This is not necessarily limited to cars, but . the market place (concerns about cost, range and ) only on specific technologies that will be adopted, 9 6 u embraces power-two-wheelers, vans, quadricyles, practicality), but also delicate public policy issues to Exploring some niche markets which are b z

but on the ability to organise and manage u etc. already accessible and more favourable to the / m

operations of a complex landscape of players: car o c .

deployment of electric vehicles: green l r

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Of course, consumers’ behaviour will be fundamental b carbon rating of plug-in vehicles partly to e F

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counter commercial and political pressures to . 6

on several factors: the sensitivity of oil prices; the 0

present Battery Electric Vehicles as “zero 0 2

diffusion of a recharging station network; the cost of . b

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Importance of Individual Mobility E-Mobility: what it is So, with the terms e-mobility and electric vehicles open Questions (EVs), we have in mind vehicles whose drive is an electric motor and which rely on plug-in electricity Mobility is a shared core value in contemporary The range of electric vehicles is a continuum, from The desired switch from conventional ICE-based for their electric range, whether or not they have an society and has become a key concern in cities both the simple “stop-and-start” system (micro-hybrid) mobility to electrically-based mobility poses several auxiliary internal combustion engine for range in the developed and developing world. introduced into some models of conventional cars, questions, however, regarding: up to fully electric cars, with many forms of hybrids extension or for keeping the battery charged up. In the last 50 years cars have enabled people to be between, including the plug-in hybrid. ■ Consumer response and meeting consumers’ Particularly important – though not currently within flexible about where they live and work, providing expectations: purchase cost and residual the scope of the e-mobility policy – is the them with a better accessibility to primary services, For this paper, e-mobility and electric vehicles refer values, battery life and cost, road safety aspects, ‘conventional’ hybrid electric vehicle (HEV). Here the such as schools, health centers, shopping and to two different configurations as follows: acceptance and usability of new technologies, primary energy comes from the internal combustion business districts. At the same time, mobility must the range and speed of vehicles, energy engine (ICE), in which surplus and regenerative be sustainable, in terms of safety, affordability and ■ Battery electric vehicle (BEV), also sometimes security, and the availability of recharging energy from the movement of the vehicle and the impact on the environment. Now governments are referred as Full Electric Vehicle (FEV), charged infrastructures; ICE is captured electrically and re-used. The effect is focusing on the last of these three, and the key by plugging in to a fixed electricity supply, with ■ Public policy issues: the nature, scale and cost to improve vehicle fuel efficiency (in terms of petrol words are “Clean Mobility”. This leads to no auxiliary on-board power. of incentives to encourage market adoption of or diesel consumption) and therefore reduce CO2 programmes and actions designed to substantially ■ Plug-in hybrid vehicle (PHEV) and Extended different low carbon solutions, both from the emissions by 30% or more compared with a simple reduce the carbon emissions of both private and Range Electric vehicle (EREV): charged by supply side and the demand side; issues ICE vehicle. commercial vehicles. They must meet the transport plugging in to a fixed electric supply, with the concerning integration into the transport sector’s contribution to the agreed targets for battery as the primary source of energy, but with system; Moreover auto manufacturers continue to drive reductions in greenhouse gas emissions: at the EU an on-board internal combustion engine (ICE) to ■ Attitudes of and decisions adopted by the down the CO2 emissions of the conventional internal level the overall target is a 20% reduction by 2020 recharge the battery and/or drive the wheels industry (investments, research and combustion engine (ICE) as well. compared with the 1990 reference level. where distances exceed the battery range. development, technology options, potential constraints such as shortageca of raw materials, The FIA believes environmental issues are of vital research in battery costs and capacities...); importance to secure a better quality of life, and it ■ Questions of electricity generation capacity supports technologies and policy developments and carbon content, and the ability to generate which sustain individual mobility while minimising electricity from renewable sources. CO2 emissions. This paper contributes to the debate on e-mobility Electrification of the vehicle fleet provides a major by presenting the FIA’s views on the best way to opportunity for decarbonising transport, and “e- achieve progress in this field, having particular mobility” is more and more seen as one of the regard to consumers’ perspectives, (given that users’ promising policies to pursue: the EU promoted preferences and behaviour will be critical in driving “electric vehicles” as part of its clean and energy the demand for low carbon vehicles). The aim is to efficient strategy; many member states have a wide- identify the key opportunities, concerns and range of policies, plans and incentives which are challenges, and to present some recommendations. promoting e-mobility; car producers are beginning to launch on the market new electric vehicles, as well The paper uses the results of a survey of touring and as continuing to develop other new technologies motoring Clubs in Europe, and builds on the such as fuel cells. experience of those Clubs so far. The result of the survey is available on www.fiabrussels.com. TowaRdS E-M obIlITy : ThE ChallEngES ahEad InTRodUCTIon 8 9

EU Strategy Incentives for Electric Vehicles

The EU strategy for encouraging the development Many countries have tax rebate programs or and uptake of clean and energy efficient (“green”) incentive schemes favouring the purchase of electric vehicles builds on the existing 2007 strategy to vehicles. They come in a number of ways and vary in reduce CO2 emissions from passenger cars and light- magnitude: duty commercial vehicles, and adopts an overall approach for decarbonising transport. Two paths ■ A reduction in car registration tax (e.g. Austria: need to be followed simultaneously: a € 500 bonus for alternative propulsion systems, in particular for battery and hybrid ■ Promoting the energy efficiency of electric vehicles; conventional vehicles (ICE, internal combustion engines) and work to further improve the ■ A reduction in personal income tax (e.g. quality of conventional petrol and diesel fuel; Belgium: 30% of the purchase price with a ■ Facilitating the deployment of breakthrough maximum of € 9,000); technologies concerning alternative power- trains: alternatives fuels (liquid biofuels, ■ An exemption from the annual circulation tax gaseous fuels); electric vehicles (battery electric (e.g. United Kingdom and Germany for the first vehicles, plug-in hybrid vehicles, conventional five years); hybrid and hydrogen fuel cell vehicles). ■ Incentives at the point of purchase (e.g. United Policy Framework In its Communication, the European Commission Kingdom: £ 5,000; Spanish regional introduces some specific actions for electric vehicles. governments: between € 2,000 and € 6,000). Environmental concerns have led the European These include consideration of different policy areas The future of these subsidies is still unclear. As Union and its member states to introduce policies such as: they benefit a limited number of people and targets for the reduction of greenhouse gases – compared to a majority of consumers subject specifically a 20% reduction at the EU level in ■ Placement on the market (proposing electric to the general taxation of conventional fleets, greenhouse gases by 2020 (against a 1990 base). For safety requirements and reviewing crash safety such incentives may not be sustainable as and many authorities the aim is also to improve air requirements); when the numbers of electric vehicles increase quality as well as decarbonising different transport ■ Standardisation (development of a standard substantially. modes. charging interface to ensure interoperability and connectivity); ■ In many cities, electric vehicles are also entitled The growing demand for transport, in particular in ■ Infrastructures (proving a leading role in to circulate in low emission zones, to enter urban areas, will increase environmental pressures working with Member States on the build-up of areas where traffic is limited or forbidden, to and authorities will be required to develop charging points); access free parking spaces in central areas, to innovative solutions. E-mobility has been identified ■ Power generation and distribution (comparing use bus lanes, and are exempted from road as a possible answer and has been given high the environmental and carbon footprint of pricing schemes or congestion charges (where priority, in Europe and beyond, as one of the most vehicles based on a life cycle approach, evalua - applicable). Such advantages are possible due important contributors to sustainable transport, ting the impact on well-to-wheel emissions and to the limited number of electric vehicles on especially in the medium term perspective. However, the increase in overall electricity demand). the roads but if the size of the electric fleet it is not the only initiative available, nor does FIA increases, municipalities and governments believe e-mobility will on its own deliver the Much of this policy programme will be delivered by would need to review the practicality of such necessary reductions in carbon emissions required member state governments at the national level. policies. from the transport sector over the next 10 - 15 years. Meanwhile, city administrations are adopting more and more measures based on traffic management and planning powers which give special advantages to users of clean vehicles. The range of potential policy initiatives is particularly wide. TowaRdS E-M obIlITy : ThE ChallEngES ahEad FUTURE TREndS 10 11 FUTURE TREndS 3

and 2012, and the market share for new electrically Market Penetration Forecast different Technologies available chargeable automobiles will be in the range of 3 to 10% by 2020 to 2025, or between 450,000 and Electric mobility refers not only to cars but also to 1,500,000 units, depending on how quickly Large manufacturers are catching up quickly, vehicles of many kinds including bikes, scooters, outstanding challenges can be addressed. In the US, however, and introducing plug-in hybrid vehicles or powered-two-wheelers, delivery vans, and collective the consultancy company Deloitte (2010) foresees a fully electric vehicles to the market. It is not clear transport vehicles. However, for the purpose of this 3.1% market penetration rate by 2020 equivalent to which version of these technologies (within the paper we are referring primarily to cars. 456,000 units. same area of lithium batteries) will dominate in the near future. Moreover, electric vehicles are only one Drawing from a large scale review commissioned by So electric vehicles will continue to have a small option out of the wide range of alternative the European Environment Agency (ETC/ACC, 2009), market share compared to ICE automobiles, while technologies which have the potential in the longer electric vehicles represent only a niche market in petrol and diesel – although increasingly in term to reduce emissions and increase fuel today's global fleet. conventional hybrid powertrains - are likely to efficiency, not to mention the still wide margins that remain the dominant source of power for at least the exist for improving technologies applied to internal This niche has been dominated by relatively low next 20 years. combustion engines. The range of options available performance light electric vehicles and converted includes: intermediate steps by 2020 (30% for new cars and plug-in hybrid electric vehicles, produced by small This reinforces the need to continue efforts and 20% for stock of all cars) and 2030 (50% for new cars manufacturers on a small scale. incentives to improve the environmental ■ Alternative fuels (LPG, methane, second- and 35% for stock of all cars). performance of conventional ICE vehicles, and to generation biofuels, hydrogen) which are This is to be achieved by improving the According to the European Automobile encourage and incentivise the continuing particularly effective in reducing CO2 levels; understanding of the fuel economy potential and Manufacturers’ Association, mass-market development and market adoption of HEVs - as well ■ Advanced technologies in internal combustion providing guidelines and support on the introduction of electric automobiles will start in 2011 as maintaining basic research into alternative fuels. engines, which present themselves as the most effective way to reduce CO2 emissions. These development of policies to promote fuel efficient include engine downsizing, direct injection, vehicles. turbo/supercharging, and variable valve This brief explanation clearly introduces some The electrification of individual mobility is a control. complexity and uncertainty both for consumers key element in making road transport more That is why FIA is supporting the Global Fuel when choosing a new vehicles, but also for policy sustainable: but we need to improve the makers when defining a set of measures to reduce environmental performance of conventional Initiative through the “50by50 campaign”. This initiative – which is a technology-neutral CO2 emissions. This complexity may generate vehicles. commitment - has the aim of making cars 50% more confusion in the marketplace, which could affect the fuel efficient by 2050 worldwide, with some degree of take-up and adoption by the market. TowaRdS E-M obIlITy : ThE ChallEngES ahEad FUTURE TREndS 12 13

It is not the case that one technology supersedes another one, but rather that different technologies help satisfy a wide range of demands.

wheel emissions, affordable recharging costs, battery costs associated with even a moderate range . Mobility Patterns and new Trends ) m

versatility in urban environments, etc. The point is that will continue to be a barrier to adoption of BEVs. But P s S 2 /

electric vehicles offer consumers a wider choice in this can be significantly mitigated if electric vehicles /

It is important to understand the different mobility e b .

identifying the vehicle that best meets their need. It are made available through mechanisms such as car n e

needs and demands that EVs can help meet, and the t i l

is not the case then that one technology supersedes clubs and ‘car-to-go’ schemes, which can spread the / / alternative travel arrangements and performance they : p t

another one, but rather that different technologies ownership cost across a number of users, or indeed t h

offer to households compared with conventional ICE (

help satisfy a wide range of demands. Therefore, the through car sharing schemes and the increasing 1 1

cars. Putting aside for the moment any breakthroughs 0 2

understanding that should drive policy is that what number of fleet and lease vehicles. . b

that will extend the range of BEVs, we should note that e F needs to be protected is the possibility for the market 2

BEVs offer a limited range compared to conventional 2

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to meet a wide range of demands, through a workable Observers – particularly of young people’s attitudes - 4 ICE cars, with no opportunity for ‘quick’ refuelling 0 0 2

mix of technologies. Meanwhile, the various hybrids are commenting on a perception change from the car . r

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also observe a number of shifts in the way consumers electric motorbikes or electric bicycles, may reinforce 1

the difference between BEVs and conventional ICE y use the automobile. The current and foreseeable high this new relationship between citizens and mobility. a w

vehicles, and the benefits BEVs can offer: zero tank to g e S

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Consuemer Issues of BEVs, market research shows clearly the existence On this point, policies which encourage fitting of ‘range anxiety’ among users, leading to practical car parking and car ports of new apartment decisions to limit journeys to little more than half the buildings with individual power outlets and According to the FIA, the most relevant policy issue theoretical range. While it would be good to change individual billing, would facilitate flat owners from a consumers’ point of view is without doubt the drivers’ perception on this issue, it is thought that BEVs and flat tenants to charge their vehicle during cost . The purchase price of most EVs remains a key will require some sort of range-extending capability the night. barrier to their adoption by the mass market and at before achieving wide user acceptance. the moment, EVs cannot compete: recent surveys But technicalities refer also to how easy it will be conducted in Spain and Germany from our Clubs This is what the plug-in hybrid (PHEV) and the to install a charging station in a domestic house demonstrate that 40% disagree with having to pay The purchase price of most EVs remains a conceptually similar Extended Range EV (EREV) are (permitting process, cost of installation, safety more for an electric vehicle with features that are key barrier to their adoption by mass designed to do – and may therefore attract a higher condition, electricity rates): this can become an similar to those of a conventional vehicle. market: but there are also uncertainties in market interest and market share than the BEV. obstacle, as consumers who decide to purchase the consumers’ mind about affordability, an electric vehicle will probably prefer to While the higher costs of EVs are evident when efficiency over the long term, durability and Most BEVs remain vehicles that meet a specific recharge it at home, taking advantage of the low purchasing the vehicle, the much lower running warranty, as well as residual values. purpose: driving in urban areas for relatively short electricity fares at nighttime. costs including lower maintenance costs are not fully distances and systematic daily trips. This mobility factored in by the consumer at the point of purchase. model may not attract a very large target group.

For example, a typical 20 or 24 kwh battery – currently . Despite the trend towards greater flexibility in terms of ) W

costing some €1,000 per kwh capacity - represents a k

models offered on the market, consumers are not ready M A

major share of the initial total cost of the vehicle. 8 / to move to vehicles that are not able to meet different / e b .

purposes, including going on holidays or short-break n e t

There are also uncertainties in the consumer’s mind i l / /

trips. BEV performance in heavy congestion, extreme :

about affordability, efficiency over the long term, p t t

weather conditions – both hot and cold, and when not h ( durability and warranty, as well as residual values. 1

fully charged, is still not sufficiently convincing to allay 1 0

These points remain to be demonstrated. The 2

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consumer angst. Until the technology becomes mature b expected remaining battery lifetime versus the price e F

enough to ensure a longer cruising range, especially for 2 2

of a used electric vehicle may be one of the most . 4

the family car segment, consumers are likely to prefer 0

important issues in the future: in 4-7 years we will 0 2

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conventional or hybrids cars, or the plug-in hybrid. r have a used electric vehicles market and trusted p A

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information on second hand electric vehicles will be r k c Experiences learnt within our Federation and obtained i fl

important for consumers. The barrier of asymmetric . t

from our members’ survey clearly show that while o p

information between buyer and seller would in fact s

consumers are basically prepared to switch from e g

be significantly lower and consumers would be able r a

conventional cars to electric power, they are not h c

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to compare second hand e-mobility with first hand . e

prepared to accept makeshift solutions or any r a

outdated cars easily. With this in mind, establishing u

compromise in comfort and technicalities . The most q S open standards for the verification of battery n

prominent issue is the interface and recharging station, o d

conditions should be encouraged to assist the second n o

which need of course to be standardised to avoid a L

hand market, to fix a fair resale value of the battery k c

situation where consumers have to carry different a J

and to support crime prevention. The cost of energy : d

cables to use their vehicles in different countries or n a needed to recharge EVs is also expected to rise in the l k

cities. The European Commission mandated European a O

future and could represent a factor of uncertainty, n i

standardisation bodies to define a common charging t

especially if it attracts a special tax (equivalent to the o p

system for electric cars, scooters and bicycles, and s

fuel tax). e g recommendations will probably be available in 2011, r a h c

just at the moment these vehicles become available on f o The question of cruising range is also crucial for n

the market. o i consumers. Although several surveys and studies t a z i l

show that most daily trips match the theoretical range a u s i v

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Purchasing subsidies can play a role in encouraging the take up of new mobility for consumers. But establishing new technologies by early adopters, but incentives for clean and energy efficient vehicles guidelines for incentives have to take requires careful consideration. The focus needs to be into consideration the effectiveness of squarely on promoting clean, energy efficient mobility stimulating future demand for EVs. in a way which is technology neutral. It is critical that member states do not attempt to pre-determine which technologies are likely to become dominant, as no-one can reliably foretell how the market will develop. There is a risk of promoting or investing in a particular technology which turns out not to be the emerging favourite.

Even if there is a policy desire to move the market towards electric vehicles, the package of incentives must do so in a way which does not attempt to pre- determine exactly how EVs will emerge, or for example how the charging arrangements will work, or the relative importance of BEVs versus PHEVs. Since the ultimate aim is to reduce greenhouse gas emissions – and CO2 in the case of transport fuels – the incentives must relate exactly to that, and performance in CO2 terms should be based on well-to-wheel (not tailpipe) emissions. Preferably, in the long run, they should be based on lifecycle emissions (ie including the embedded CO2 in the vehicles, batteries and their manufacture). It is crucial to develop information tools for consumers, which clearly explain how the . ) l

electricity they consume has been produced, and 7 n P c

indeed how the whole CO2 cycle is accounted for. / / e b . n e t i The experiences of scrapping-schemes activated in l / / : p

many countries in recent years demonstrate that t t h (

consumers can decide upon several opportunities in 1 1 0 2

terms of technologies (e.g. CNG propulsion, gaseous . b e F

According to the FIA, a number of elements are fuel) with interesting benefits in term of CO2 2

Public Policy Issues 2

reduction. . unlikely to play a dominant role in stimulating market 4 0 0 2

interest among consumers in EVs (beyond the highly . r

At the Geneva Motor Show several automobile p

In general, supply-side incentives should not create A

technical innovators and ‘early adopters’). These 2

companies presented electric vehicles models for mass r include concerns about climate change, pressure on any imbalance of competitiveness between k c i fl

sales. This means that, probably for the first time, . energy efficiency, the positioning of EVs as a “status” manufacturers. Consumer purchase subsidies can l e u

during 2011 and in the following years consumers will F symbol or ‘‘icon” product, and imitation of the first play a role in encouraging the take up of new - E

” have the opportunity to choose a car with a different . technologies in the early stages but they should only 2 movers. More likely, reduction in the cost of batteries, 1 -

technology when replacing their old one or when 2 tax incentives and the increase of oil prices will be the be given when a technology is sufficiently mature for 2 6 0

buying a new car. But will the market be able to 0

driving factors towards a progressive transition to EVs. market deployment and the market is ready and able 1 _ f

generate a demand for EVs? Will climate change and n

to accommodate them. In fact, incentives given at o C

‘green’ concerns be a good motive for motorists to _ e

Special consideration needs to be given to incentives . too early a stage - in the absence of an adequate l c i

purchase these new vehicles? h

In many EU member states financial incentives are infrastructure network and grid integration - could e V _ c already available and the existing motoring taxation risk to hide future costs or future negative effects of i r t c e supports the deployment of clean and energy efficient the new technology. l E “

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Besides, they should only last long enough to consideration the effectiveness of stimulating future establish a viable market presence, after which demand for EVs. Currently incentives should be normal market forces should be relied on to better targeted towards public transport or fleet determine their place and share. bought by small and medium size companies, where operators would more readily be able to overcome In any case, incentives should cover the entire range the challenges that individuals might face in of electric propulsion, including its different choosing EVs (i.e. via central recharging stations or components (e.g. batteries). For example, in certain central maintenance services). places two-wheel electric vehicles are better for mass deployment than cars. In cities like Barcelona This would probably represent an opportunity to or Rome, for example, considering the intensive use accelerate the adoption of grid-enabled vehicles and of motorbikes and powered scooters today; electric promote economies of scale and a reduction in the motorbikes, scooters and electric bicycles could cost of batteries, if supported by an adequate already be competitive in terms of cost and other company fiscal policy. This would also accelerate features to compete with fuel-powered motorbikes. citizens’ experience of driving EVs, and they would This could immediately yield carbon reductions as gradually accept switching to an EV when buying or well as air quality benefits. The source of the substituting a vehicle. If we consider that one of the electricity used must also be factored in with the use family cars is often just used for short journeys of renewable energy sources promoted. around town (eg to school, shops, the office) or for leisure trips, whereas the other car might be used for Purchasing subsidies can play a role in encouraging longer commuting trips (eg for business, family the take up of new technologies by early adopters, holidays, etc), most families would be in an ideal but guidelines for incentives have to take into position to have one electric vehicle.

Incentives must relate to the reduction of green gas emissions and performance in CO2 terms should be based on well-to-wheel (not tailpipe) emission. Preferably, in the long run, they should be based on lifecycle emission. TowaRdS E-M obIlITy : ThE ChallEngES ahEad KEy ChallEngES 20 21

Another important policy issue concerns the way Governments will treat the energy sector. It is important to set rules that support deployment of vehicle charging opportunities, and the maintenance of competition for electricity supply in a sector that is still mostly unexplored. E-mobility should be promoted without introducing additional burdens on generalised energy taxation . The price of electricity at the point of charging must be the result of competition in a liberalised market. A crucial requirement for this is a set of universal (at least European) standards for charging arrangements and interfaces: this covers plugs and sockets, charging rates and smart charging principles and systems, common protocols for the communication links between the car’s battery management unit and the power supply unit, and so on. This is necessary to prevent proprietary protocols and standards emerging which create barriers to entry for new suppliers, and inhibit the transfer by The price of electricity at the point of customers between suppliers. charging must be the result of competition in a liberalised market. These aspects are particularly important in those A crucial requirement for this is a set business models by which consumers buy the car of universal standards for charging but rent the battery (which is the most expensive arrangements and interfaces. component). The electricity supplied by the battery would then be paid for based on actual consumption. In this case, a new entity is added to the consumer and car producer relationship.

Strategies to influence consumer choices will need to be targeted and informative such that they motivate and empower consumers to opt for the cleanest and most efficient vehicles. The need for good information is likely to play a key role in consumers’ attitudes towards electric vehicles. This can be helped by education as well as direct experiences of the new vehicles and how they work and what they are like to drive. Demonstration projects would be helpful in bringing the reality of BEVs to consumers. There is a need to fully incorporate consumers as an active part of the process in the development of all new low carbon technologies, as their perceptions, beliefs and behaviours strongly determine the success of e- mobility. Consumers must be convinced that electric vehicles are affordable, reliable and match their mobility needs. Negative preconceptions must be renamed. TowaRdS E-M obIlITy : ThE ChallEngES ahEad KEy ChallEngES 22 23

At an early stage their feedback and expectations As the electric vehicle is a relatively new product it can be used as a driving force to facilitate the requires continuous investment in research & diffusion of the new technologies, otherwise electric development to increase efficiency and reduce the There is a need to fully incorporate vehicles may be off to another false start, as has cost. There is a particular need to support R&D in consumers as an active part of the process already happened in the past. battery technology. This includes: in the development of all new low carbon technologies, as their perceptions, beliefs Information should include the labeling system ■ Reducing battery mass and cost to provide and behaviours strongly determine the highlighting the environmental efficiency of the longer range and lower purchase cost; success of e-mobility. vehicles. Consumers respond positively to the colour ■ Researching alternative materials so as to banded label which they recognize, with good and reduce long term dependence on rare earths efficient products having a green band and marked for which supply may be limited, where with an “A”. These labels should be based initially on environmental impacts of extraction and well-to-wheel not tail-pipe emissions (as is proposed processing may become significant, and where for the next stage of the New European Drive Cycle, geopolitical issues may become important in and in time, on full life-cycle carbon analysis). FIA is the long term for security of supply. already active on these areas: thanks to the ECOTest Programme, FIA clubs are able to provide The deployment of eMobility requires a close comprehensive well-to-wheel energy and emission cooperation among different stakeholders such as assessments of all alternative technologies (using automotive industries, energy suppliers and real-life driving cycles). charging service providers, authorities, and organizations representing users. In this area, the Despite the readiness of some individual early role of institutions - European, national and local - adopter consumers to embrace BEVs, and despite is crucial at each level to create a clear vision and a the costs, much of the early experience will be more integrated framework. This should include: gained from exposure to fleet procurement by public bodies – for public transport services or private ■ Leading by example with green procurement companies. Alternatively, EVs sharing and rental procedures; schemes linked to an intelligent transport system ■ Introducing the correct package of incentives should effectively demonstrate the environmental to stimulate specific uses of vehicles; and practical advantages of electric vehicles and ■ Working close to business and academia to create a new demand for small size, purely electric refine vehicles and battery technology and vehicles within cities. Shared ownership or rental of support a higher volume of production; electric vehicles would represent also an important ■ Integrating transport policy with urban cultural instrument by which users can access a planning, energy supply and public services; multi-modal mobility, bypassing the concept of car ■ Encouraging measures for green consumption ownership. In this process, an important partner is and developing innovative financial information and communication technology and mechanisms; the ever increasing penetration of mobile devices ■ Fostering a better integration of EVs into the among consumers: smartphone applications will existing urban transport infrastructure; assist in finding charging locations, setting charging ■ Setting regulatory standards for fuel times, booking charging times and slots, monitoring consumption or CO2 emissions, possibly in a expenditure, providing real-time traffic information; more harmonised way; current and future ITS technologies and services will ■ Promoting labeling systems. also support the introduction of EVS, bearing in mind that many of these solutions can also serve other types of vehicles. TowaRdS E-M obIlITy : ThE ChallEngES ahEad KEy ChallEngES 24 25

ADAC submitted for the first time an Safety Issues electric vehicle to a cash-test. After the good result consumers should Impacts on road safety are still relatively poorly expect to get electric vehicles that understood for EVs and need to be further meet the same safety standards as investigated. The numbers of road safety aspects which need to be addressed are looked at below in conventional vehicles. the order of importance as ranked by the automobile clubs who answered FIA’s eMobility survey.

At the moment there is little information regarding the crash behaviour of EVs. Plug-in electric vehicles (PHEVs and BEVs) are only just beginning to be tested and this is very important in terms of creating a more confident approach to these new vehicles. Unexpected malfunctions or irregularity of equip - ment that could compromise the safety of drivers or passengers would represent a further failure in the deployment of electric mobility. Besides, many elec - tric cars, especially those designed for urban use, have a small and light body, and might therefore offer inadequate passenger safety protection. In turn, however, this might offer improved pedestrian protection for vulnerable road users. One additional concern regards the crash behaviour of specific EVs: conversions of existing ICE vehicles into EVs. Such vehicles are not originally designed for conversion and converting them has an impact on the weight distribution of the vehicle (e.g. the internal combu - stion engine and the oil tank are removed and an electric motor and battery are added); its energy absorption potential is therefore changed. National legislation should strictly regulate these practices and correct information should be given to consu - mers.

As a result of the introduction of EVs, vehicle noise is expected to be significantly reduced for low speed driving situations and during vehicle acceleration. This is a particular concern for pedestrians, cyclists, elderly people and visually impaired people but in more general terms for all vulnerable road users not used to silent vehicles. These aspects should be addressed within the educational and training programs at schools and driving-schools courses but of course a specific legal framework is needed. The US and Japan, both countries with more experiences of electric vehicles, are adopting specific legislation or voluntary noise guidelines for the car industry and at the same time the United Nations Economic Commission for Europe (UNECE WP 29) is working on a set of minimum noise standards. TowaRdS E-M obIlITy : ThE ChallEngES ahEad KEy ChallEngES 26 27

There are other safety aspects. There are concerns providers/firefighters/emergency services, and to Another important policy issue is related to the legal or mopeds. Of course vehicles need to fulfill the about the hazardous material contained in batteries inform consumers on the appropriate procedures to framework . Considering the EU legislation for motor technical requirements for homologation, but it is which may pose risks in the event of a collision. An adopt in case of breakdown. The FIA rescue sheet vehicles which groups all kinds of vehicles under important to also address which license is needed electric shock caused by an accident may ignite any (www.rescuesheet.info) should be promoted widely different categories it is still unclear under which and ensure the most appropriate license is required stray gasoline, or start a fire in the battery or car itself. as an additional safety information tool in the event category some electric vehicles fall. This does not for every vehicle present on the market together Strong safety standards have to be assured due to of accidents. only concern small electric cars (quadricycle, L with a coherent educational and training process for the high amount of stored energy. category, or a passenger car, M category?) but also a users. Security must be assured also at the charging wide range of vehicles often produced in Asia which Providers of roadside assistance are not yet station . A large scale implementation of recharging cannot be classified either as cars, or as motorcycles generally trained to repair EVs nor are they familiar infrastructures, which is a pre-condition for the with the risks that such vehicles may pose. That is deployment of EVs, requires high safety standards as why it is important to encourage the funding of well as specific regulation to avoid undesired effects programs to train road assistance when connected to the grid. 2 8 R E C o M M E n d a T I w f f n s c c a e p b i P f o a c I I m a m i w E w c e w n i c F e t C c e e s a s e n m n n n o u u h h u p l a o u h l a c - s n ffi n v ff m m o r c f e e l u e e u i i i e d f

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