Solutions for a smooth integration of e-mobility into the grid
Energy & Infrastructures
Solutions for a smooth integration of e-mobility into the grid
Fifteen policy recommendations for sustainable governance and development of the power grid in front of the electric vehicles uptake.
As the adoption of electric vehicles (EVs) increases, it becomes imperative to step up our efforts to achieve their seamless integration – and related charging infrastructure – into the existing power grid. While the development of electric mobility is a significant asset to a clean energy system, it nevertheless raises questions over the management of power grids and connected charging infrastructure.
Some 60% of the EU car fleet has access to off-street parking space at home, and ‘unmanaged charging’ can create substantial peak loads. To a greater extent than passenger cars – which would only require a manageable 40kWh/week on average – the electrification of heavy-duty vehicles is a modality that requires specific attention. We have therefore dedicated a specific paper to this topic This current position paper aims to offer recommendations and potential solutions for ensuring that the development of the power grid is consistent and aligned with the growth of electric transportations of all modes.
There are many topics to consider under the heading of ‘e-mobility and the grid’, and this paper will present a succinct overview of a number of them. This will be followed by more in-depth papers on selected topics.
I. Communication, Coordination and Collaboration
1. Collaboration to reduce uncertainties
One of the main challenges in planning the electrical grid in a way that can absorb EV charging infrastructure lies in the uncertainty that surrounds how different types of EVs will recharge in different places. This also makes it difficult to assess needed investments. These uncertainties can be addressed through cooperation, knowledge-sharing, and effective planning.
Early coordination between stakeholders is key to success. Coordination around how charging infrastructure is deployed will ensure convenience and cost-effectiveness for users. We therefore recommend close cooperation between policymakers, regulatory authorities, energy companies, flexibility service providers, fleet managers, charge point operators (CPOs) and – most importantly – Distribution System Operators (DSOs). Such collaboration will benefit all parties.
In practise, this collaboration should:
- Be initiated and moderated by public and regulatory authorities
- Assess the grid in advance – even before any connection requests – and prioritise the flexible use of the grid
- Recommend reinforcing network components, should any overload be anticipated;
- Foster communication with municipalities to address network construction requirements when connecting charging stations
- Streamline the permitting and connection process.
2. Formalising this collaboration through ‘EV charging Blueprints’
It is important that this stakeholder cooperation also produce a state of play in the form of ‘Blueprint for recharging infrastructure’.
Adopting a ‘Blueprints for recharging infrastructure’ approach would help local authorities ensure an organised, planned and coordinated deployment of charging stations. This document – defined by local authorities and designed in consultation with the relevant stakeholders (in particular DSOs) – will comprise the local planning rules for implementing recharging infrastructure in main highways, national roads, and urban areas, including suburbs, could offer a solution. The ‘Blueprint’ would assess charging infrastructure required (such as the number of points to be installed, their location, their power and the types of socket), taking into account both the existing publicly accessible infrastructure and the existing and expected private charging infrastructure.
From the public authorities’ side, local authorities can leverage these ‘Blueprints’ in their Sustainable Urban Mobility Plans (SUMPs) as relevant tools for promoting cooperation and engagement with DSOs and CPOs in the short term. When fully deployed, SUMPs enable an iterative approach with DSOs and other economic actors from the outset, allowing for proactive planning and network development in the short, medium and long term.
3. Coordination & system governance changes needed at all levels
In order for the European regulatory framework to evolve in a way capable of supporting grid optimisation and investment in a coordinated manner, there should be discussions between all regulators at EU level, as well as between the Council of European Energy Regulators (CEER) and the Agency for the Cooperation of Energy Regulators (ACER). The former should be encouraged to act, and the latter to update network codes as needed (see further details below).
4. Implementing existing EU legislations
However, until EU coordination can be established, the work required should be undertaken at national level. This national level work includes the proper implementation of existing articles of legislations, such as the Electricity Directive of 2019 (notably its Article 32, which incentivises flexibility procurement by DSOs), the recently adopted Renewable Energy Directive and the reform of the Electricity Market Design, which should be adopted soon and strengthen the existing legislation.
II. Support for Network Operators and grid infrastructure
5. Improve effectiveness of Network Development Plans for EV integration
With the aforementioned coordination and advance information sharing, network development plans – which not least for charging infrastructure for battery trucks are ineffective – can be vastly improved. National governments must be reminded of their responsibilities – most notably those set out in the Alternative Fuels Infrastructure Regulation (AFIR) – to enforce these regulations effectively.
Member States, via their National Regulatory Authorities (NRAs) and involving market parties, should make sure – and even encourage – DSOs and TSOs to plan and invest in anticipation. This should be under the supervision of the energy regulator, prior to connection requests for charging infrastructure and should also take into account flexibility options into account.
6. Resources and digital solutions to support DSOs
Many DSOs lack the digital infrastructure to implement solutions that would facilitate and simplify the EV charging connection process. The gaps include:
Digital connectivity between DSOs and CPOs, for the purpose of transparently sharing available grid capacity (for charging). Enhancing transparency offers a crucial advance that could optimise the charge point deployment procedure. A substantial number of charge points are still awaiting installation in a number of countries, as a result of a lack of available information to CPOs on existing capacity. While some DSOs do provide heat/capacity maps, which enable CPOs to plan their deployments accordingly, the majority do not. Generating such maps would significantly enhance the overall process. In addition, there should be:
Digital Ticketing Systems, so that applicants can know the status of their grid connection request and timeframe for replies. Digital and automatic tools, which could give historic information on the connection of charging stations in different locations (map-based).
7. Establish cross-functional working group within the DSOs
Coordination and knowledge sharing is also essential within the network operators, in order to share expertise and project information across departments, for example. Therefore, DSOs should establish a cross-functional working group within the DSO to address any issues relating to charging station connections.
8. Proactive, anticipatory grid investments required
While private EVs will represent only a fraction of the total grid investment required by 2030, European distribution grids will still require substantial investments[1] to be able to support e-mobility and to integrate EV charging infrastructure. As DSOs are regulated entities, there must be an adequate regulatory framework established in each country that would allow proactive, anticipatory investments in the grid. This could be on the basis of a small fee approach.
Inspired by the UK’s Green Recovery Scheme managed by Ofgem, there should be European funding mechanisms established to enable DSOs to apply for funds specifically for grid reinforcements for EV charging. Moreover, investments should be made not just in grid expansion but also reinforcement, modernisation, efficiency and flexibility.
DSOs should be empowered to initiate initial investments that follow with incentives and proper business model to plan ahead. The market needs to develop incentives for the timing of necessary upgrades.
9. Promote local energy hubs through smart regulation
The impact of local electricity consumption for clean mobility can be mitigated, if it is matched with the local energy generation connected and delivered through the grid through smart management of consumption and generation. Building on the energy-sharing Article 15a in the revised Electricity Market Design, this has the dual potential to facilitate grid integration, while increasing direct consumption of clean energy. Realising this dual potential would require valuing ‘energy hubs’, where local consumption is matched with local generation.
10. Invest in and implement smart and flexible solutions
Smart and bidirectional charging can play an important role in optimising the grid integration of EVs, as well as alleviating their impact during peak hours. Thanks to smart meters – in synergy with dedicated measurement devices – the needs for, and costs of, network capacity reinforcement can be minimised and the deployment of new charging points optimised, by providing information of the relevant distribution network parameters. Likewise, it would help flattening load peaks. This would ultimately reduce the carbon intensity of the energy system and alleviating the impact on the distribution network.
As non-wire technologies[2], smart and bidirectional charging enable the application of the Energy Efficiency First Principle. Indeed, by using already existing technologies, whose initial purpose lies somewhere else, we avoid expensive investment in new capacity.
The benefits of such service are even more striking when EVs are turned into energy storage assets that can return power to the grid through bidirectional charging. This allows for grid balancing, thus boosting grid reliability and stability while lowering the charging cost for consumers. EV charging can also be aligned with local renewable energy production and electrical solutions, such as heat pumps in buildings. Last, much greater amounts of electricity can be moved via existing cables by deploying optimisation tools such as dynamic line rating.
11. Reform of grid connection agreements between (D)SOs and CPOs
To enable flexibility, smart charging and bidirectional power transfer at scale will require smarter grid connection agreements between DSO and CPOs. In particular, in those cases where market-based alternatives for congestion have been shown by the NRA to provide insufficient volumes (in line with article 32 of the Electricity Directive), flexible grid connections should be considered. This will allow for flexible and time-bound contracts or for capacity contracts where the contracted transport capacity is partially or not guaranteed. Such an approach can be implemented in various ways, for example through a so-called ‘non-firm Connection and Transport Agreement’ or via other flexible agreements.
Clear conditions, to guide consumers, operators and system operators on their rights and responsibilities, are required.
Alongside grid connection agreements, dynamic network charges can assist the adoption of flexibility. These would allow flexible solutions, such as smart vehicle charging and other demand-side measures, to play their part in solving grid congestion.
[1] https://cdn.eurelectric.org/media/5275/debunking_the_myth_of_the_grid_as_a_barrier_to_e-mobility_-_final-2021-030-0145-01-e-h-2DEE801C.pdf
[2] Technologies which do not need any grid, Capex investments or more material to install.
III. Market models and rules to foster smart & flexible EV charging
12. Market models to incentivise consumers and Charge Point Operators
To provide the required flexibility for the energy system, proper market models and regulatory frameworks are needed. Flexibility first requires a regulatory-friendly business model, given the scale of the deployment. While the technology of smart charging is already being developed and recognised within the EU legislative framework, bidirectional charging – despite its considerable potential – still encounters many hurdles hampering its proper development.
Governments, system operators and market regulators must recognise both technologies as beneficial for grid stability, instead of seeing them as beneficials for consumer and as a generator. Fostering a functioning market model will incentivise operators/aggregators to ensure that flexibility is offered on a large scale. Flexibility market demands should be driven by the value they bring both to the consumer and the energy system as a whole, not by technology or capabilities. Adopting market models where flexibility plays an important role will only become a reality if consumers see clear benefits or receive incentives to participate. Without clear rights and conditions for both CPOs, System Operators (SOs), FSPs and consumers, market models will not develop at scale, and consumers will not feel incentivised to participate in flexibility. This results in a small market where flexibility, V2G and grid support will not be adopted, and grid integrations would remain local initiatives without perspectives at scale and harmonised roll out. In this sense, as already mentioned, it is paramount that Member States swiftly implement the 2019 Electricity Market Design and to already prepare the new changes brought by the current revision of the EMD, which will further strengthen such friendly business models.
IV. Standards to ensure proper functioning of the grids systems
13. Standardise and integrate technologies
Smart metering[1], or at minimum dedicated measurement devices, are necessary at the DSO side for grid state information and to measure levels of flexibility delivered. Meanwhile, smart charging technology is required at the CPO side for adapting the charging power and the digital connection between DSO and charging infrastructure. The development of both technologies – smart metering and smart charging – requires standardised and transparent procedures to facilitate connections for CPOs. In addition, it needs future-proof communication standards in EVs and in energy management systems, charging infrastructure and building energy management systems.
This requires simplified conformance testing and compatibility checks, by means of a harmonised certification on the side both of EVs and charge points. The existing regulatory connection requirements from the ACER may require readjustment to align with current technology. It is important to acknowledge and address obstacles arising from technological limitations.
14. Update network codes
To ensure that EVs and their flexible capacity are able to be integrated into grids, it is important to adopt EVs in EU based grid codes, starting with the amendments to the Grid Codes RfG (requirements for Generators) and the new Grid Code Demand Response. It is also important to adopt them in EU grid codes so that SOs and Member States adopt and embrace EVs and corresponding charging point in harmonised rules and regulations.
We also call on legislators to pay particular attention to the revision of the Network Code RfG and the new grid code on Demand Response, taking into account the requirements for V1G and V2G in the grid codes.
15. Workforce development
To guarantee that these measures are truly effective, energy companies and relevant stakeholders must be supported in their efforts to develop jobs and skills required to manage the grid and the install charging points. Thus, a comprehensive framework also requires addressing this shortage of skilled and certified workers.
To improve the attractiveness of these jobs and to promote the available training and retraining offers, the EU institutions and Member States should undertake a mapping of skills shortages. This should consider both traditional and new skills. That way, we can assess the needs for jobs and skills in each sector, developing tools to identify and publicise available training, and highlight those that need to be created. Practitioners from CPOs and DSOs should be involved in organising training programmes funded by national and regional funds. Last, national and regional communication campaigns should be highlighting attractiveness of these sectors.
[1] Smart meters in particular, as one of the solutions allowing smart charging, play an important role in grid management optimisation and flexibility services promotion. The combination of both technologies could provide the system with the necessary data to manage more efficiently the charging process and, thus, reducing the impact on distribution network. Dedicated measurement devices can complement smart meters by providing more data granularity for demand response and flexibility purposes, or substitute them in the situation where a consumer does not have one.
Recommendations for the deployment of sustainable infrastructure of BE HDVs
Logistics & Infrastructures
Driving the adoption of Battery Electric Heavy-Duty Vehicles
General policy recommendations for the deployment of sustainable infrastructure
The members of the Platform for electromobility recognise the importance of driving uptake of the required infrastructures for Battery Electric Trucks and buses (BEHDVs). They also recognise the need for policy recommendations that complement the Alternative Fuels Infrastructure Regulation (AFIR) and Energy Performance of Buildings Directive (EPBD).
The challenges in this area span multiple sectors, from energy, through land management and on to data security. We therefore emphasise the importance of cooperation between all sectors of the electric road transport system, resulting in this paper, which outlines the key elements that legislators should keep in mind when addressing this topic.
In this position paper, we identify three areas that require attention and provide policy recommendations to ensure the successful roll out of infrastructures for BEHDVs: the grid, the data framework and the land.
Beyond infrastructure (which this paper is dedicated to), we stress the importance of ambitious, clear and timely revision of both the CO2 Standards for trucks and buses Regulation and the Weights and Dimensions Directive. We have discussed both of these in previous publications (respectively here and here).
The grid
A. Assessments: per country and per usage
While strong CO2 Standards would prove useful for anticipating actual and future demand, a situation where a grid connection may not be available can potentially undermine the trajectory defined by those new CO2 Standards. It therefore becomes urgent to immediately and proactively assess whether there is sufficient potential grid-capacity to allow for sufficient connection for the charging infrastructure needed for BEHDVs. Assessment becomes all the more pressing when considering the lengthy lead times, the need for grid reinforcement, the likely demand for BEHDVs and the number of actors involved.
Grid infrastructure varies between countries. Some may need important investments in order to prepare for the integration of BEHDVs, with the development of megafast chargers where required. In the Netherlands – a European Member State at the forefront of road transport electrification (along with other such as Germany and, to a lesser extent, Belgium) – it appears to be extremely difficult for transport operators to obtain the needed capacity for BEHDVs, both at their depots and on the road, due to a lack of effective planning. Even where capacity increases are possible, long delays for connection and procedural constraints present barriers to the swift adoption of BEHDVs.
Grid infrastructure varies between usages. While large charging hubs for BEHDVs along motorways will be the exception and the depot/destination charging overnight the rule, the need for very high-level connection capacity along the motorway should be tackled. Medium- and high-voltage connections to the power grid will be necessary to support the fast charging times in the event of opportunity charging. To deliver the necessary power capacity, grid strengthening may be required at both public locations and – for different reasons – at private charging depots/distribution centres.
BEHDVs-suitable charging locations can be mapped and the power needs for those locations assessed. Recent existing mapping[1] – based on the GPS records of large numbers of trucks routes during one year throughout Europe – can provide a good starting point. Truck stakeholders can subsequently confirm or propose new locations for the recharging infrastructure and the power required. Distribution System Operators (DSOs) and Transmission System Operators (TSOs) should confirm whether there is sufficient capacity and, where necessary, propose alternatives.
We would welcome support for undertaking a similar mapping exercise for coaches and interurban buses. Such analysis would also support the task forces (see below) in deciding the pre-equipment needed for depots and distribution centres, as well for existing service stations. This would ensure that delays in installing charging stations for BEHDVs do not exceed reasonable timescales.
Mapping analysis shows some 10% of locations will account for half the opportunity charging stops.[2] Pre-identifying these would help accelerate the coordinated development of charging infrastructure for BEHDVs and facilitate discussion within the dedicated task forces.
B. Task Forces
The task forces – constituted as follows – should be established and moderated by transport ministries or designated government agencies. National task forces: DSOs or their representations; TSOs; manufacturers of BEHDVs, BEHDVs operators and national associations[3]; representations of energy aggregators operators; fleet managers; road and urban planners; national Charging Point Operator (CPOs) associations.
Such task forces would be well suited for indicating the investments required to extend and reinforce charging infrastructure and to determine suitable charging locations and power requirements. This will enable DSOs and TSOs to plan the necessary grid extensions and reinforcements. This is extremely important for those areas that are not being developed by project developers due to high investment costs and long lead times for grid connections. The bottom line for achieving a comprehensive approach to planning involves early engagement with fleet managers, road operators, local municipalities, CPOs and grid utilities. Such an approach helps in proactively addressing public acceptance, potential land use challenges and in establishing a workable and timely power delivery schedule.
C. National deployment plans
In order to forge a stronger link between the AFIR implementation and the deployment of charging infrastructure for BEHDVs, we propose that Member States base their own national deployment plans on the AFIR targets, reflecting the anticipated demand at each location.
These plans should align with the anticipated demand for BEHDV charging, while also considering such factors as traffic density and projected growth in BEHDV usage and stops. By adopting such an approach, Member States can provide network operators and other stakeholders with longer lead times for planning future infrastructure uptake and anticipated connection requests, particularly post-2030.
D. Public & private investments
A high-capacity grid does not come without costs. Ultrafast charging stations are expected to require large MVA network connections, which usually occur directly at high voltage level but can also occur at MV level, depending on Member State specificities.
Well-designed European financing programmes can attract private investments for BEHDV infrastructure development. To facilitate implementation, and considering the high CapEx involved, public funding should be made available: The Connecting European Facility (CEF) is a vast programme, one that is primarily focused on passenger cars rather than on BEHDVs. This limits its alignment with the needs of the heavy-duty vehicle sector. Typically, the Alternative Fuels Infrastructure Facility (AFIF) Call of the CEF Programme supports BEHDVs infrastructure between 150kW and 350kW while for 800kW and higher, power the financial solutions provided by European Commission are too limited. The annex should be adapted to better take account of the needs of BEHDVs.
2. The Data Framework
A. Align grid codes, regulations to ultrahigh-power charging standards under development
The introduction of ultrahigh power charging standards necessitates global and European recognition. When being designed, standards should take into account factors such as space and interoperability as well as the futureproofing of those ultrahigh power charging standards currently under development. Any existing regulations that did not anticipate BEHDVs and their charging infrastructure must be updated to in order to accommodate this new paradigm. Definitions of technical aspects and use cases must be integrated into existing technical codes and regulations. Temporary exceptions will likely be required in areas such as standardised and certified energy metering concepts, which are currently lacking for megawatt charging. Member States should implement standards for BEHDV infrastructures for both public and private applications. Last, it is not possible to apply to EU funding for deployment of standards that have yet to be adopted.
B. Harness the flexibility potential of BEHDVs
Smart and bidirectional charging can be key in increasing the uptake of renewable energy and in offering flexibility potential to the grid. While initially this may seem challenging to implement, given the fast-charging requirements dictated by the road transport business model based on opportunity charging. Yet, the potential to harness the flexibility of the BEHDVs is actually significant, particularly considering their battery sizes, the high predictability of their routes and time schedules and the predominance of depot/overnight charging.
Smart energy management systems can therefore be deployed, specifically through the implementation of balancing mechanisms between connectors. This will synchronise with renewable energy production and provide a fast-frequency response to keep the grid stable. This would further require signals to use the flexibility from batteries, such as incentives for aggregators and dynamic tariffs, etc. Beyond advanced planning, tariffication incentives and financial incentives in the grid services markets are other crucial elements for minimising grid impact and allowing potential grid balancing.
Bidirectional and smart charging can be particularly suitable for certain business models, notably buses and trucks that are not operated on a 24/7 basis (short-haul and regional transport). Their large batteries can offer key services to the grid. Smart meters should be considered as one of the solutions for smart charging in depots and distribution centres. However, regulatory frameworks will need to be adapted in order to enable bidirectional charging and provide economic incentives.
Finally, the sector is currently exploring the potential of flexible storage positions within local energy systems, such as incorporating stationary batteries into charging stations or exploring battery swapping solutions. Such approaches can help reduce the strain on the grid, offering advantages to both charging operators and system operators by enhancing flexibility. In addition, configurations integrating renewable energy sources on site should be examined for smart charging, as they have the potential to mitigate expected peak loads.
C. Data sharing for smooth logistic operations
A proper regulatory framework would also enable data and information exchange along with digitalisation for cross-sector integration:
Smooth reservation and non-discriminatory access to, and reliable operation of, public recharging infrastructure can accelerate the transition to BEHDVs. Standardised data sharing and interoperability between value chain players are a prerequisite for third-party operators of smart charging services and for the proper functioning of smart charging technologies.
Currently, however, data sharing and interoperability are often limited, which can lead to inefficiencies and reliability challenges. For example, charging point operators may not have access to real-time data on the location and battery state of charge of heavy-duty trucks. This in turn can make it challenging to plan optimal power needs and manage the charging process. Likewise, logistics operators may not have access to real-time data on the availability of charging infrastructure, which can lead to delays in delivering goods. There are multiple data types for multiple use cases that require a minimum of data sharing across the industry to enable efficient logistics and reliable charging.
Agreeing minimum specific list of data points for BEHDVs, interoperability standards and developing a robust, open and non-discriminatory data sharing framework will allow logistics operators, truck manufacturers, grid and charging point operators to put solutions in place for improving the reliability and efficiency of logistics operations and recharging infrastructure.[1] The European Commission should support the parties involved, with the aim of establishing an open data-sharing framework built around a set of industry-agreed data types, made accessible to the market and public authorities. Ultimately, it should strive to establish a reliable European legal framework for smooth data exchange for electric HDV recharging operations throughout the EU.
D. Understand the charging patterns
Last, further research is required to understand the charging patterns and to demonstrate the cost opportunities for transport operators and Mobility Service Providers (MSPs) of participating in the flexibility services market. TSOs – in collaboration with fleet operators – can play a crucial role, for example by introducing pilot projects and regulatory sandboxes to gather experience on grid impacts and reactions to time-varying tariffs, and to eventually assess the real flexibility potential.
The Land
A. Quantity: Sufficient space for trucks and buses public and private charging
According to the European Commission[1], there is a shortage of around 100,000 suitable parking spaces for HDVs, of which only around 54,000 offer a reasonable standard of safety. We can therefore no longer ignore the shortage of parking space for truck drivers. This current lack of parking leads to improperly parked trucks, leading to both environmental and safety issues for truck drivers and other road users and places a considerable burden on truck drivers. Even existing parking areas frequently lack adequate facilities or are in a state of disrepair.
The need for additional charging infrastructure created by the advent of electrification makes these issues even more acute. Consequently, the availability of ample parking space – now in parallel with charging facilities – represents more than a mere convenience; rather, it is an indispensable prerequisite for driving the transition to a decarbonised transport system.
B. Quality: Safe and Secure Truck Parking Areas (SSTPAs) suited to charging
Private investment in constructing increasingly costly infrastructure such as large-scale parking facilities, warrants reinforcement through European and national public funding initiatives. Such incentives include grants, tax benefits and subsidies geared to attracting private investment in the construction of parking areas with integrated charging stations for BEHDVs. Such moves can help offset initial infrastructure costs and incentivise the expansion of such facilities. While establishing more ambitious – yet attainable – targets for each Member State at an EU level emerges as a sensible strategy, the reality of achieving these minimum standards is frequently faced with lack of available land, particularly in densely populated areas. To overcome this challenge, the EU should support Member States in pursuing following options:
- Earmarking publicly owned land for investors to develop new parking and charging spaces. Alternatively, streamlining the permitting process and alleviating bureaucratic complexities to incentivise private investments in additional parking capacity.
- Enhancing the synergy between private landowners and operators of parking and charging spaces through improved matchmaking mechanisms and by leveraging digital platforms.
- Tendering (greenfield) locations where investors are hesitant via a ‘concession model‘, eventually combined with incentivised deployment on certain locations. In a concession model, governments can accelerate permitting and realisation of grid connections.
- Cooperating with system operators to secure grid capacity on shared (or tendered) locations.
C. Must-have for market models
Other market models (land sale, rental, long lease) are viable alternatives, but lead to more commitment in implementation (profitable business case, cooperation, multiple operators on one site). All market models should consider monopoly on ‘premium’ sites, market forces in designated locations, differences between HDV and LDV infrastructure markets and maximising market forces.
D. The role of concession holder
In essence, the role of concession holder can play an ever-more prominent role in accelerating the market by:
- Taking the lead in all restrictive conditions (such as grid connection, land ownership)
- Securing grid capacity before locations are offered for tender. Participate with system operators to secure grid capacity on multisite (multiple operators using a single grid connection). Facilitate consortia to own and initiate a shared site with multiple operators of zero emission infrastructure.
- Acting as a bridge function in sharing construction and basic infrastructure costs when multiple operators settle on a site (such as direction on site layout, site paving).
- Promoting a location for charging infrastructure operators by attracting other services (retail, hospitality, etc).
The Grid [1] https://www.acea.auto/press-release/electric-trucks-new-data-maps-out-priority-locations-for-charging-points/ [2] https://www.isi.fraunhofer.de/content/dam/isi/dokumente/cce/2021/ACEA_truckstop_report_update.pdf [3] Shippers and carriers such as TLN in the Netherlands or RHA in the United Kingdom. The Data Framework [1] Smart charging, BET eRoaming, Plug and Charge, Value Added Services (i.e., Preconditioning), flexibility provision services in relation to battery degradation patterns etc. The Land [1] https://www.iru.org/system/files/Final-Report-SSTPA-27022019.pdf
CO2 Standards for HDVs : Our warning against inclusion of Carbon Correction Factor
Platform for electromobility warns against the inclusion of renewable and low-carbon fuels and a carbon correction factor in the CO2 Standards for trucks and buses
Ahead of the vote on the CO2 Standards for trucks and buses Regulation in Plenary of the European Parliament on the 21st November, the members of the Platform for electromobility would like to express their deep concern regarding the potential introduction of low-carbon fuels (advanced biofuels), synthetically produced fuels (e-fuels) and a Carbon Correction Factor (CCF) to account for them, in the CO2 Standards for Heavy-Duty Vehicles (HDVs). We urge you to carefully consider the implications of such a measure and, in the best interests of our regulatory framework and environmental goals, reject its introduction unequivocally.
Opening the door to these fuels into the revisions of the CO2 Standards poses significant challenges. The introduction of a Carbon Correction Factor (CCF) to account for them would be equivalent in lowering the average specific emissions of a certain manufacturer, as per the Impact Assessment of the EC[1]. Since the Renewable Energy Directive – REDIII already rewards the use of low-carbon fuels like bioethanol, bio-methane or synthetic fuels produced from renewable electricity, with the strongest possible economic incentives by setting sales mandates for the deployment of such low-carbon fuels across all sectors, including freight transport, this would mix well-to-tank (fuels and electricity from RED) and tank-to-wheel (vehicle tailpipe emissions from CO2 standards) regulation, leading to potentially regulatory inconsistencies and, at its worst, result in unenforceable legislation. This would blur the roles and responsibilities of different market participants, even though this regulation primarily applies to vehicle manufacturers, potentially constituting double counting, as highlighted by NGOs[2] and studies[3]
Moreover, beyond the immediate concern of CO2 emissions, the introduction of a CCF could adversely impact air quality, especially in urban areas. Allowing last-mile delivery trucks to emit more pollutants in cities could contradict existing legislation, such as the Air Quality Directive, which was recently adopted in the European Parliament. The directive aims to achieve improved air quality, particularly in cities, by 2030, aligning with the World Health Organization (WHO) standards and ultimately striving for zero pollution by 2050. Lowering the ambition of the CO2 standards for HDVs would run counter to these efforts to enhance air quality.
We understand that there has been debate regarding the competitive advantages of e-fuels compared to battery-electric technologies. However, it is important to note that battery-electric technologies can already satisfy almost all of European freight road transport needs, a share that will likely increase with the growth of intermodal logistical systems.
Furthermore, we emphasize the inherent inefficiency of e-fuels. Renewable and low carbon fuels and, most notably, e-fuels will not be carbon-neutral in time to decarbonize the road transport sector and meet our climate targets. It is worth noting that these fuels are scarce resources sorely needed to reduce greenhouse gas emissions in the aviation and shipping sectors, whereas the road transport sector can easily be electrified. As a result, e-fuels do not provide a viable alternative to existing zero-emission solutions. Estimates indicate that the electricity requirements for the production, transportation, and distribution of various e-fuel types are significantly higher, ranging from approximately 1.6-1.8 times greater for compressed gaseous hydrogen to between 2.2 and 6.7 times higher for liquid e-fuels, in comparison to the direct use of electricity, depending on the specific fuel type. When we account for not just the fuel production phase but also the efficiency losses within the vehicle powertrain during e-fuel usage, the overall efficiency diminishes even further. In addition, E-fuels aren’t currently produced at commercial volumes[4]. Scaling up additional renewables, electrolysers, direct air capture (DAC) and e-fuel production facilities would take time and larger e-fuel quantities would likely not be available before 2040.[5]
In conclusion, we urge Members of the European Parliament to carefully consider the potential ramifications of introducing a Carbon Correction Factor in CO2 Standards for Heavy-Duty Vehicles, as it would not bear significant results, while setting a dangerous precedent and creating great uncertainty for European truck manufacturers. We believe that maintaining a clear and consistent regulatory framework, along with our commitment to improving air quality, should guide our decisions in this matter. We appreciate your attention to this critical issue and look forward to further discussions.
In addition, we would like to remind the key recommendations from previously published position:
- keep the ambition of the CO2 emission reduction targets (final and intermediate), to fully decarbonize the sector by 2050, at least as per EC proposal;
- The proposed 2030 target of -45% is lacking ambition and is below what manufacturers have announced. It should be increased to an emission reduction level of at least 65%.
- The proposal’s new definition of zero emission (5 gCO2/tkm) creates a dangerous loophole for continuous sales of emitting vehicles even after 2050. The Platform strongly advocates to keep it as it is (1 gCO2/kWh).
- Keep the 100% ZEV mandate target at 2030 for urban buses, including an intermediary target with a 70% ZEV mandate by 2027 . Two subcategories of urban buses, namely class II low-entry (i.e. 31L2 and 33L2), should be moved into the coach segment.
[1] compared to the medium ambition scenario (TL Med), the average CO2 emissions per tkm of the new vehicles fleet of this option increases by around 13% in 2030 and leads also to a higher uptake of ICEV instead of ZE ones. All in all, the CO2 tailpipe emissions during the period 2031-2050 increase by about 8% of the cumulative emissions in TL_Med. In addition, food- and crop-based biofuels are associated with significant indirect climate emissions, causing higher GHGs than their fossil counterpart (ICCT, 2017 link) and e-fuels, would not be able to reduce air pollutant emissions in any meaningful way (T&E 2021 link). [2] “A carbon correction factor for trucks? Don’t be fooled by the oil industry’s latest con “ Transport & Environment. October 12th 2023. Link. [3] ICCT 2018 Decarbonization potential of electrofuels in the European union [4] Production sites, including experimental facilities are 18 at the moment. E-Fuel Alliance. link [5] Odenweller et al. (2022). Probabilistic feasibility space of scaling up green hydrogen supply. Link.
Weights and Dimensions Directive: How to accelerate the uptake of zero-emission heavy-duty vehicles
Review of the Weights and Dimensions (W&D) Directive:
How to accelerate the uptake of zero-emission heavy-duty vehicles
In July 2023, the European Commission published the Greening Freight Package with the purpose of making freight more sustainable and efficient. As part of this Package, the review of the Weights and Dimensions (W&D) Directive aims to promote the uptake of electric and hydrogen trucks and buses.
The Commission proposes to increase the weight and length limits of zero-emission (ZE) heavy-duty vehicles. These provisions are intended to ensure ZE trucks don’t have to sacrifice cargo weight on long-haul routes, and ZE buses don’t have to decrease the number of passengers, in comparison to a comparable combustion model. However, the proposal fails to ensure the full application of the ZE weight allowance.
Despite noble intentions, the Commission includes several provisions which would keep the EU anchored to diesel trucks. In particular, the proposals on gigaliners[1] and combustion vehicles of 44 tonnes risk steering investment away from the zero-emission sector. Furthermore, the review should pay more attention to road wear and bridges.
The proposal also needs changes to make it truly intermodal and interoperable with other modes like (electric) rail. Such changes cannot be designed without having a perspective on what the Combined Transport Directive (CTD) will look like. This Directive plays an important role in reducing the carbon footprint of the whole logistic sector. For this reason, and as detailed in the Platform’s recent letter, we ask the European Commission to present the CTD without further delay. As such both proposals can be truly treated “as a package”, as was originally intended.
The need for a review of the W&D Directive
The heavy-duty vehicle (HDV) sector needs to decarbonize rapidly. In the first half of 2023, diesel trucks accounted for 95.6% of newly registered trucks[2]. While trucks account for just 2% of vehicles on the road, they are responsible for nearly 30% of greenhouse gas emissions from road transport in Europe.
Under current policies, this share is set to grow. According to the European Commission, truck activity will increase by about 40% between 2019 and 2050. Over the same period, bus and coach activity is expected to grow to a smaller but still considerable extent (+10%). Although buses are decarbonising much faster – 30% of new urban bus sales in 2022 were ZE – diesel buses still represented 67.3% of the new sales in Europe in 2022[3].
The EU thus needs to rapidly transition to 100% zero-emission HDV sales. As ZE trucks and buses weigh more than their diesel counterparts, a review of the W&D Directive is needed to really incentivise their uptake and set the sector in line with the Union’s goal of climate neutrality by 2050.
Our shared vision
We welcome the Commission’s intention to give zero-emission trucks a 4t weight allowance (as well as 2t to ZE buses). However, co-legislators need to intervene and ensure zero-emission trucks can fully use it, so that it is ensured that under no use case long-haul ZE trucks, which require bigger batteries, would have to sacrifice cargo weight. The proposal severely hampers the application of the ZE allowance, leaving road freight across key national borders (e.g. between France and Belgium) largely to diesel trucks.
The Commission requires the use of the ZE weight allowance for cross-border movement only, underestimating the relevance of national transport. Also, the wording of the Annex risks giving the 4t ZE allowance to diesel tractor units only because they pull electric trailers.
An increase in driving axle weight is essential for long-established truck-makers to switch from making fossil vehicles to electric. However, truck-makers don’t need the proposed 1t increase (from current 11.5 to 12.5t), which also fails to incentivise them to switch to clean sheet designs (lighter, optimised e-trucks).
The proposed regularisation of the cross-border movement of 44t combustion vehicles and of European Modular Systems (so-called gigaliners) brings them out of their current legal grey area. These longer, heavier vehicles will however only achieve real emission reductions if they are zero-emission. Unfortunately, the Commission does not provide any sunset clause for the cross-border movement of fossil gigaliners, nor does it propose a ZE weight allowance for these vehicles, thereby offering no incentive for the use of ZE gigaliners by fleet operators. Extending the use of 44t combustion vehicles and gigaliners risks delaying the take-up of electric vehicles, particularly during the 2020s. Making internal combustion trucks more attractive for long-haul transport also increases the fossil fuel dependency of the European freight sector, and therefore the EU’s dependence on imports.
Intermodal logistics system
Enhancing intermodal logistics in Europe is crucial to reach CO2 reduction objectives. Intermodal compatibility must be ensured throughout the revision process of the W&D Directive (which should not penalise rail freight) and the upcoming Combined Transport Directive.
Therefore, the Platform supports prior assessment for new gigaliner routes / movements so that they do not take traffic from rail or waterway. This prior assessment should also include an analysis of road safety and the need for additional driver training. As Kristian Schmidt, DG MOVE’s land transport director, has noted, reform should not promote truck traffic at the expense of rail, or “we’re in all kinds of political trouble[4].”
1. Require member states to provide, when they bilaterally agree on the cross-border movement of internal combustion trucks above 40t, a zero-emission / intermodal weight allowance of 4t above that agreed weight for internal combustion trucks.
The Commission proposes +4t for zero-emission trucks, but fails to ensure its full application. Because of the 44t weight limit, ZE trucks heavier than >40t cannot fully use it (without losing payload). This de facto decreases the ZE incentive. Our recommendation would fully keep it.
2. Apply the zero-emission allowance in every EU member state and make sure that only zero-emission trucks and buses get it.
The proposal only requires the use of the 4t ZE allowance for cross-border movement. Given the relevance of national freight, it should also be applied within each Member State. Also, co-legislators need to make sure that diesel tractor units just pulling e-trailers do not receive the ZE allowance.
3. Limit the increase of the ZE driving axle to 12 tonnes, apply safeguards, and insert a sunset clause for trucks (January 2029).
The Commission proposal (1t increase from 11.5 to 12.5t) would increase road wear by ~40%[5]. We propose limiting the increase to 12t, which is enough for manufacturers, and make it conditional on safeguards related to tyres, tyre pressure monitoring and acceleration[6]. The 2029 sunset clause for trucks[7] will incentivise the use of 3-axle tractor units and clean sheet designs (lighter vehicles).
4. Ensure that, when crossing borders, all European Modular Systems are zero-emission from 2030.
Zero-emission / intermodal gigaliners should be guaranteed the 4t ZE allowance proposed for other vehicle combinations. As well as the 2030 phase-out for diesel, conditionality should cover a prior assessment to avoid reverse modal shift from rail, and analysis for road safety & driving training.
5. Member States can allow the cross-border movement of 5-axle rigid trucks heavier than 32t only when they also grant them the 2t ZE allowance (to be applied at national level too).
5-axle rigids are short vehicles (max 12m). Currently, their cross-border movement is limited to 32t. The proposal (40t +2t ZE allowance) would damage roads and bridges whereas the recommendation here makes any increase subject to the application of a 2t ZE allowance.
6. Publish the Combined Transport Directive as soon as possible
The Platform for electromobility called, in an open letter to Commissioner Valean to urgently present the Combined Transport Directive revision. Read the letter here: https://www.platformelectromobility.eu/wp-content/uploads/2023/11/PfEM_Open-Letter-to-Commissioner-Valean-on-Combined-Transport-Directive.pdf
7. Start inter-institutional negotiations as soon as possible.
in order to guarantee a swift (1 year) transposition of rules and enable a rapid upscale of battery-electric trucks in the EU.
[1] Longer and heavier vehicle combination consisting of more modules and with a typical length of 25,25m. [2] ACEA (2023). New commercial vehicle registrations: vans +11.2%, trucks +20%, buses +15% in the first half of 2023. Link. [3] This share decreased to 63% in the first half of 2023. [4] Politico, 29 September 2023. [5] UK Department for Transport (2010). HGV maximum weights. Link. [6] More specifically, wide-base high-efficiency single tyres on the steering axle and a dual tyre configuration on the driving axle; the alert threshold of the Tyre Pressure Monitoring system set at 0.6 bar, rather than current 1.2 bar, with a duty to restore under- or over-inflation at the nearest available facility; an acceleration limiter, with 1.2 m/s2 as a limit. [7] An indicative phase-out date of 2035 should be set for ZE buses.
Recommendations to trilogue negotiators on EPBD
EPBD Trilogue
Our recommendations to negotiators
In 2023, battery electric vehicle (EV) sales reached a milestone, accounting for 15% of total sales in the European automotive market. At the same time, about 25% of bicycles sold are e-bikes. These positive trends are expected to continue, driven by ambitious EU objectives and legislations and national recovery plans.
To ensure the success of Europe’s transition to zero-emission mobility, the deployment of private charging infrastructure is of utmost importance, given that 75% of all charging takes place at home or in the workplace. While the EPBD consider the upcoming needs of electromobility, we believe that safeguarding the strongest agreements are needed to establish the right conditions for widespread EV adoption.
The Platform for electromobility fully supports the revision of the EPBD, particularly the introduction of Article 12, which focuses on electromobility infrastructure in buildings. We commend to preserve provisions that guarantee a strong and coherent right to plug in all buildings, remove regulatory barriers, and require smart charging-readiness for new and renovated chargers, among other measures.
As the EU institutions start trilogue talks, it’s clear the European Parliament wants more than the Council. But the many exceptions for installing infrastructure could make things confusing and inconsistent across Europe, we would like to present five additional recommendations:
- Clarify the scope of application of Art 12
The current wording could be interpreted restrictively. We seek clarification to ensure that requirements apply to parking spaces both adjacent to and inside buildings.
- Ensure charging solutions in existing buildings
Given that a significant portion of existing buildings will remain in use by 2050, we propose extending the scope of Article 12 to require clear and transparent rules for EV charging points in existing buildings. Incentives and compliance mechanisms should be introduced.
- Complete charging requirements for new and renovated buildings
Extend requirements to cover depots, logistic hubs, and distribution centres, ensuring they are ready for future EV charging.
- Reinforce smart charging functionalities
Mandate that all newly installed chargers in buildings are capable of smart charging. Ensure consistency in definitions and provisions with related regulations and recognize the value of mobile storage.
- Reinforce measures to ensure pre-cabling
Provide an explicit definition of pre-cabling, inform about readiness in Energy Performance Certificates, and simplify permit and installation procedures. Address administrative hurdles and encourage Member States to financially support EV charging installations.
- Ensure adequate bicycle parking:
Opt for bicycle parking to represent 15 % of total user capacity in non-residential buildings, and with space required also for bicycles with larger dimensions than standard bicycles.
- Reject opt outs for SMEs
98% of all commercial enterprises are SMEs, therefore the Directive would no longer apply to 98% of commercial non-residential buildings. This is a tool that is too moderate.
- Re-ensure provision on Right-to-plug
The Right-to-plug lowered since in point 8 both co-legislators mentioned a “request by tenants or co-owners to install CPs can only be refused if there are serious reasons for doing so”. This could weaken provision on Right-to-plug, giving the possibility to landlords and condominium assemblies to refuse the Right-to-plug and install a charging infrastructure in not so clarified cases. We call to remove or clarify the point 8.
- Preserving precabling
In contrast to prevailing targets, where the European Commission’s proposal advocates for 100% precabling, the Council suggests a balanced approach of 50% precabling and 50% ducting. Additionally, in the case of new and renovated residential buildings, the Parliament recommends a complete shift towards 100% ducting if 100% precabling is deemed unfeasible. However, we propose retaining the precabling targets in alignment with the European Commission’s proposal. This approach ensures the preservation of cost-efficiency in future installations and reinforces the fundamental right to access plug-in infrastructure.
Now, it’s crucial for policymakers to act and make sure that every European can charge their electric vehicles at home and work, be it an EV or an e-bike. This is where most EV charging happens already. By doing this, we can make EV charging available to everyone and fully harness the environmental benefits it offers, contributing to the development of an energy system powered by renewables.
2024 Election Manifesto
PLATFORM’S MANIFESTO FOR THE 2024 EU ELECTIONS
2024-2029: Five Years to make the e-mobility transition a Success
The agreement to pursue zero emissions for Europe’s new cars and vans by 2035 backed up by strong charging infrastructure and development of alternatives such as rail network, and the sustainable batteries regulation, has set a clear direction and an unequivocal target for sustainable transport measures.
However, in order to make the Green transition a reality, and bring its benefits to people, the planet and business, it is vital that we act now. Making the transition to e-mobility must be a priority, not simply to deliver environmental sustainability but also to reinforce the EU’s industrial strength, security and competitiveness.
Time to put the Green Deal into action
● The support of the legislative efforts and ambitions of the EU Green Deal and notably The agreement to pursue zero emissions for Europe’s new cars and vans.
● Now it is time to implement those ambitions to reduce Europe’s dependency of fossil fuels, make it a global leader in the sustainable transport industries and priorities quality of life and workspace for Europeans.
● An effective green industrial policy will bring the benefits of Europe’s Green Deal to all.
1st Pillar
A Green and Just Industrial Policy
● Creating an integrated recycling industry ecosystem in Europe.
● Smartening and upgrading existing grid infrastructure to allow it to support greater levels of renewable energy.
● Ensuring strong end-of-life vehicles regulation, focused on low carbon and recycled materials.
2nd Pillar
Investment Plan to implement the Green Deal
● Making it easier for green energy transition sectors to access current EU funding mechanisms.
● Deploying infrastructures to support zero-emission passenger and freight transport across Europe.
● Introducing a dedicated budget for urban nodes, to avoid cities becoming a weak link.
3rd Pillar
People at the heart of the e-mobility ecosystem
● Supporting reskilling programmes to attract workers from traditional industrial sectors and aiding their transition into these emerging sectors.
● Enabling Vehicle-to-Grid (V2G).
● Mandating electric vehicle adoption in corporate fleets.
"It’s time to look ahead and see how the next legislative mandate can put the Green Deal into action. The agreement to pursue zero emissions for Europe’s new cars by 2035 has set a clear direction but this trajectory now needs to be implemented right."
— Julia Poliscanova, Vice-Chair Platform for electromobility
English
French
German
Spanish (upcoming)
Italian (upcoming)
EU Election Manifesto: People at the heart of the e-mobility ecosystem
Manifesto Third Pillar
People at the heart of
the E-mobility ecosystem
As Europe shifts to a green economy, the demand for workers in industries such as critical raw materials, batteries and renewable energy industries will grow. Therefore, it will be essential to allocate EU resources and support to help steer young people into those technical fields essential for the green transition. There should be communication campaigns aimed at raising the visibility – and value – of these technical fields. It will also be crucial to implement well-funded reskilling programmes that will attract workers away from existing traditional industrial sectors and into emerging sectors such as renewable energy, grid management, infrastructures and recycling. These programmes will upgrade workers’ skills, train future workforces and ensure a just transition for the workers, their employers, and regional authorities.
The wider adoption of electric vehicles and rooftop photovoltaic solutions offer significant opportunity to unleash ‘prosumer potential’ in Europe. Restructuring Europe’s electricity market will allow us to maximise this potential, specifically through creating opportunities for Vehicle-to-Grid (V2G) where appropriate. This would enable EV drivers to take an active part to the transition by supplying power back to the grid. Allowing them to be rewarded for providing additional grid capacity and thus making the energy system more dynamic and resilient.
It is critical that zero-emission mobility is affordable to everyone. To that end, both old and new electric mobility solutions must be scaled up across Europe: Existing facilities include public transport offerings, shared cars and e-bikes for situations where individual cars are unnecessary. When they are unavoidable, newer solutions include low-cost leasing options, targeted purchase incentives policies and industrial strategies that support the deployment of smaller, more-efficient battery models should be provided. The rapid uptake of electric vehicles within corporate fleets will accelerate their second-hand availability. Implementing the Climate Social Fund should help drive this transition with the least possible impact on lower income families.
EU Election Manifesto: Investment Plan to Implement the Green Deal
Manifesto Second Pillar
An Investment Plan
to Implement the Green Deal
The 2023 Net Zero Industrial Act and the Critical Raw Materials Act needs an accompanying European Net-Zero Infrastructure Investment Plan. A long-term, easy-to-access investment facility – aimed at sectors key to Net Zero – should be a core issue during the European elections.
Freight and logistics infrastructure are a vital component in the movement of goods within Europe. There should be comprehensive investment in developing and deploying sustainable logistics infrastructure. The key elements for decarbonising freight in Europe while remaining competitive are the roll-out of high-power charging infrastructure required for deploying electric trucks of all ranges, the completion of a high quality, interoperable rail network with very high-speed connections, while ensuring a level playing field with other non-emitting modes of transport of goods.
Europe must also improve support for urban transport. Cities are working to accelerate the modal shift and to increase the electrification of their vehicle fleets. To avoid cities becoming the weakest links Europe should be providing parallel support to investments in zero-emission public transport networks and to the deployment of smart and efficient charging infrastructure within urban areas. To support the required local infrastructure investments, the next Connecting Europe Facility (CEF) transport programme should include a dedicated budget for urban nodes, building upon the experience of the Alternative Fuel Infrastructure Facility. Further support from EU research and innovation programmes as well as guidance, will also be needed to overcome challenges such as the constraint of public space, uneven distribution of private investments in EV charging infrastructure in cities or their integration in multimodal hubs, as well as lack of grid capacity.
Net Zero Sectors include the sustainable mining, processing and recycling of critical minerals and metals, modernising power grids and facilities for industrial material recovery as well as renewable energy production. Although existing European funds could contribute significantly, prioritising access to the current EU funding mechanisms and tailoring them to the specific needs of the sustainable transports value chain participants is essential.
EU Election Manifesto: A Green and Just Industrial Policy
Manifesto First Pillar
A Green and Just
Industrial European Policy
One of the richest ‘urban mines’ available to Europe is the supply of old batteries and other waste materials. By investing in integrated recycling and repurposing facilities for collecting, dismantling, recovering or reusing valuable metals from batteries, Europe can, by 2040, secure a large share of the metal resources it needs for battery production. Such an approach not just reduces waste, it is also scalable, preserving and reusing precious raw materials and keeping a greater proportion of them within Europe, increasing our strategic autonomy.
The overall concept of Europe keeping potentially valuable waste within its borders is one that should be widely adopted. Environmental recycling standards vary; exporting waste for processing to locations without equivalent standards undermines our own attempts to reduce environmental impacts. The EU should encourage recycling by establishing a harmonised approach to the intra-EU shipment of spent batteries. All. Executed properly, this can make Europe competitive in battery recycling, ensure the highest environmental standards and help create a flourishing recycling industry in the future
Resilient, affordable renewable energy will be key to a successful industrial policy; however, this demands that the correct grid assets are in place. With a European Grids Package, Europe can refresh and upgrade its infrastructure to meet the demand to accommodate higher levels of renewable energy. Although this will require investment, doing so will allow Europe to tap into its future grid asset – electric vehicles. It will accelerate the connection of chargers and other Green Deal enabling technologies and allow Europe to tap into the huge energy storage potential offered by electric vehicles.
Europe must also go further than simply reducing vehicle engine emissions; it needs a more-holistic approach to reducing the environmental footprint of all road vehicles. This means decarbonising manufacturing materials, increasing manufacturing efficiency and maximising the circularity of the materials used. Introducing digital product passports, revamping EU products policy to reduce environmental footprints and committing to deliver a strong end-of-life vehicles regulation based on low carbon and recycled materials, will be the key drivers for such change in the years ahead.
Finally, while a renewed European industrial policy has focused on key components and sub-systems, it is important that it considers the full scope of the mobility industries’ value chains supporting their global competitiveness as they address the green transitions.
Our statement on the reform of the Electricity Market Design
Electricity Market Design
The Platform for electromobility urges ambitious adoption of EMD reform to drive grid-friendly e-mobility
The Platform for electromobility, uniting industries, civil society organisations and cities from the transport, energy and clean tech sector, welcomes the Electricity Market Reform (EMD) proposal as an important opportunity to support the build-out of grid-friendly e-mobility across Europe. We appreciate the proposals improve the existing electricity market framework in a way that facilitates cost-effective deployment of individual or aggregated smart and bidirectional electric vehicles (EVs) charging. As the EV market is growing rapidly, smart and bidirectional charging will quickly become one of the most important sources of demand-side flexibility. In the collective European effort to decrease fossil gas imports, EV charging flexibility will be instrumental to reduce consumer costs, greenhouse gas emissions and better integrate solar and wind in the grid. Importantly, by offering additional revenues or cost saving opportunities to EV owners, the reform accelerates EV take-up and the clean transport transition.
The Platform therefore urges co-legislators to keep the level of ambition and a swift adoption. The European Commission’s EMD reform proposal supports the uptake of e-mobility in the following ways:
The reform recognises EVs as flexibility resource
Member States will have to make a detailed assessment of the needs and the potential of demand-side response and storage. Based on the assessment, an indicative objective shall be set and supportive measures, such as a flexibility support scheme, may be introduced. It is important to properly include EVs as a source of demand response and storage in both the assessment of the flexibility needs and the objective for demand response and storage, and ensure appropriate participation of EV stakeholders in these assessments processes.
The reform further supports the participation of EVs in the markets
The threshold for participation in the day ahead and intraday markets get lowered to 100 kW, which makes them more accessible to aggregations of EV fleets. This will help develop the market for user-centric smart and bidirectional charging services. It may be advisable to extend this lower threshold also to capacity markets.
The reform accelerates planning for EV charging infrastructure
Transmission and distribution system operators will be financially incentivized to fully consider local demand side resources, such as EVs, when looking for solutions for grid congestion. System operators will propose further transparency and proactivity on their planning for connecting EV charging infrastructure, for example by sharing hosting capacity available for EV charging. This is essential information for providers of EV charging services and helps accelerate grid-efficient build-out of EV charging infrastructure.