MANIFESTO of electric mobility

Transcription

1 MANIFESTO of electric mobility

2 Thank you inventors, innovators, early adopters, trend setters, and supporters, for paving the way for a zero emission world.

3 INTRO ELECTRIC driving Why do people drive electric? How can we make public charging easier? How can we make charging more accessible? Regular vs Fast, survival of the fittest? SMART(ER) charging Can wireless charging enhance the charging experience? Will charging infrastructure change the way we generate, distribute and consume energy? Can we make charging more energy-efficient for electric drivers and grid operators? KEY suggestions SURVEY results Methodology Car types & models Driving incentives & satisfaction Charging locations Charging needs Charging incentives & satisfaction Charging feature needs Demographics & summary 12 thought leaders NEXT steps

4 INTRO

5 Just before the start of 2017, 12 thought leaders from European energy utilities, car manufactures, charging networks, and municipalities, gathered around to share their visions about (near-future) electric mobility. A Manifesto of Electric Mobility was in the making. This roundtable was a full-day meeting, where the group was asked to respond and suggest solutions to various statements about the industry, ranging from the availability of infrastructure and technology for electric vehicles, to the future potentials of specific charging technologies. The findings from this meeting, along with the results from an extensive survey that the charging network provider EV-Box has conducted with 850 electric drivers from Europe, North America and beyond, form the foundation for this Manifesto. Today, cities turn to car sharing and emission-free zones, and major manufacturers turn to mass production of electric cars. We ll all need to be prepared for this fundamental shift in our modes of transportation. By sharing the insights acquired from these industry experts and consumers, the purpose for the Manifesto of Electric Mobility is to give you a clear indication of where the market is headed in the next few years. And who knows, this first-of-its-kind booklet may also inspire you to help make the zero emission world a reality. 1

6 electric 1DRIVING 1 Full overview of statistics available at ev-volumes.com

7 From one-man keynotes, to global mass adoption. Electric cars finally claimed the spotlight within a world still reliant on fossil fuels. In 2016, electric cars surpassed the 2 million mark worldwide. They dominated major motor shows like never before, convincing even the most skeptical car manufacturers of the potential for scalability, and of the significance for our future. Jaguar Land Rover announced to build EV s, planning alternative battery production to challenge modern technology. Renault launched the new ZOE, which received an historic NEDC-rated range of 400 km (250 miles). Consumers even set up camp outside dealerships for electric cars, when over 20,000 people lined up in anticipation of Tesla s Model 3, the first day of its launch. Ironically though, 2016 was the warmest year ever recorded, with scientists firmly pointing to human activity as the number one cause of climate change. This is why industries like ours can t stress the importance of electric vehicles enough, and their significance in reducing our carbon footprint. Fortunately, action is taking place. The 2015 year-on-year sales growth for electric cars exceeded 75% in France, Germany, Norway, Sweden, the UK, Korea and India. In 2016, worldwide electric vehicle sales were 773,600 units, 42% higher than in The sales grew 20 times faster than the overall market. China increased its significance as a leading market and manufacturing base for electric vehicles, now standing for 45% of all EVs sold worldwide. The US recovered from its weak development during Its year-end was particularly strong with a 43% increase. Incentive changes in The Netherlands and Denmark affected the overall picture for Europe in Though it didn t reach its impressive 99% growth rate of 2015, many markets continued their development strongly. 1 With the rising popularity of electric cars, comes the urge for (better) charging infrastructure and more affordable models. Although governments continue to invest in better infrastructure and incentives to promote the adoption of electric cars, it seems that the core reason of why anyone should drive electric, is now clearer than ever... 5

8 It s simply the cleaner alternative to combustion engine vehicles that ll help us sustain a livable planet. Perhaps this mindset is strenghtened since the Paris Agreement of late 2015, where world leaders collectively pledged to help keep the global temperature rise well below 2 degrees Celsius. We ve been very pleased to see this mindshift reflected by EV-Box survey, in which more than half of all electric drivers choose sustainability as the main reason to purchase an electric car, over car features and subsidies. This goes for avid electric drivers that have owned an EV for over two years, as well as for newbies that owned an EV for only a few months... 51% of electric drivers say that the main incentive to purchase an electric car is to contribute to a more sustainable future. 58% of BEV (battery fully-electric vehicle) drivers main reason to drive electric, is to contribute to a sustainable future, while the same only accounts to 34% of PHEV (plug-in hybrid vehicle) drivers. The same percentage of PHEV drivers indicated financial incentives as the main reason to drive electric. This trend however, is expected to change gears along with the decrease in subsidies for PHEVs. Overall, the results imply that adoption is not necessarily all about purchasing incentives, but also about having less obstacles once people drive electric. It s the comfort that should be left uncompromised, once people drive electric. Nevertheless, it is important to remember government incentives are still needed in the coming years to stimulate our transition. Charging operators and OEMs should act where possible, to safeguard governments appetite for the stimulation of EVs. 6

9 Today s adoption is as much about uncompromised comfort, as about financial incentives. Government incentives are still needed to stimulate transition in the coming years.

10 4.7out of 10 is the average level of satisfaction from electric drivers for the current availability of charging infrastructure. 55% answered they re (very) unhappy with the current availability of charging points. Other issues include being unable to charge (due to ineligible network provider or malfunction), being unable to locate the charging station, and being unaware of charging fee. However, the majority of respondents (+70%) indicated they hardly ever or never encountered these issues. Instead, 46% did encounter moments when a public charging point is occupied. All respondents expressed their needs in more public charging points at retail facilities, workplaces, restaurants and hotels. How can we make public charging easier? The roundtable s solutions to this question, resonated with the outcomes from the survey. These are the top 3 features electric drivers would like to see on a public charging station: 1 Fast (DC) charging option 2 Other payment methods 3 Status display on the station We need interoperability between service providers. This would mean that whatever charge card provider a driver may have, everyone will be able to charge at every charging station domestically and internationally, as long as the car and charging cable allow. We should also enable direct (mobile) payment. Drivers should be able to pay any charging session with any method, hasslefree. Instead of reinventing the wheel, we can utilize exisiting location apps (e.g. Google Maps) to provide charging statuses and exact routes to an available charging point. There are no business models made yet to make this 99% correct. But user rating, just like we would rate a restaurant or hotel, could be a solution to this. 9

11 We should standardize service and payment providers, and enable direct (mobile) payment. Electric drivers should be able to pay any charging session with any method, hasslefree.

12 How can we make charging more accessible? The roundtable s solution to this question focused on various stages across different sectors; from informing consumers and operators, to improving services offered by OEMs. Charging network providers have always stressed the importance of having charging facilities at commercial parking areas, workplaces, as well as at home. After all, what better way to make use of the time you spend working, shopping or sleeping, than to charge your car? We ve been doing the same thing with our phones for years. It s not rocket science. In The Netherlands, businesses that don t have any employees driving electric, have been installing charging facilities. They see it as a reflection of a sustainable and forward-thinking identity. In the UK on the other hand, Corporate Social Responsibility is still very much focused on lights and installation. This opens a huge opportunity for charging network providers, as well as OEMs to create awareness. It s a matter of time before businesses and parking operators abroad will realize that they need to accommodate electric drivers, not just out of hospitality, but out of necessity. Hyundai Norway for instance, has requested all of its resellers to install at least two charging points at their workplace. Food and drink bars, game arcades, and sleeping pods, now charging stations are part of every hip office space too. Car makers already play an active role in providing private charging infrastructure. For them, building charging station centers (the electric equivalent of gas stations) or public charging infrastructure at a larger scale, should not be the main priority. Their role is rather to create services that allow individual electric drivers to charge and drive as easily as possible. Think about the development of batteries that carry a better range, and charge faster. Again, uncompromised comfort. 10

13 The main priority for car makers should be to create services that allow individual electric drivers to charge and drive as easy as possible. Think about the development of batteries that carry a better range, and charge faster.

14 42% of electric drivers say that the main incentive to buy a charging station is to charge faster. Regular versus Fast, survival of the fittest? Do electric drivers expect charging to be something like refueling? They do favor speed over everything else, so it does seem like this is the case. This would mean though, that charging network providers, car makers and cities, either need to live up to this perception or shift this perception. A regular charging station (AC alternating current, 3,7kW-22kW) charges an average electric car in 1-4 hours. A regular electricity outlet would take 6-8 hours. So it s no surprise that electric drivers prefer to use charging stations. Not to mention that charging stations are simply a much safer method to charge any electric car. Fast charging stations (DC direct current, >40kW) go a step further: they can fill up a car in just 20 minutes. But due to its high power usage, fast charging will likely be confined to corridor charging for now. Electricity usage of a fast charging station is equivalent to 900 households. This means that a big storage (e.g. a storage battery) is needed to feed the extra power. Technically, this is feasible. But the development and implementation hasn t quite yet caught up. In many cities, the grid simply doesn t allow it very easily. The world still runs on AC electricity. Regular (AC) charging infrastructure won t disappear, and there won t be just one single solution. By 2020, most electric cars will be equipped with a 60-80kWh battery. To accommodate these cars, we simply need a lot of power. But there are so many alternative ways to manage and supply energy. Electric cars don t need to be charged all at the same time. With algorithms, charging operators can control when and which car should be charged, and help the grid to control energy usage. 13

15 Most electric cars will require 60-80kWh battery on average by To accommodate these cars, we simply need a lot of power. In that scenario, you ll need to have access to regular charging at the work place or at home. If you don t, then fast charging is the way to go.

16 They could even let the driver decide whether to charge AC or DC in the future. Through a second-life battery, charging operators can offer DC charging from the battery storage, or offer regular AC charging when the battery is not fully charged. Car makers on the other hand, can include their car delivery with an AC charging station, but they can also equip their cars with DC connectivity right away. 55% of electric drivers have never used a public fast (DC) charging station. Interestingly, Dutch drivers don t care as much about faster charging as North American and Belgian drivers. There seems to be a correlation between fast DC charging, and the availability of public AC charging points here. The Dutch are the undisputed kings of public regular (AC) charging, as 15% of them always charge in public. Other regions however, (almost) never charge in public (0-2%). Perhaps the more charging points available, the more drivers are able to charge multiple times a day/a week, making fast charging less necessary. The point is, it would be counterproductive to say one charging method would be obsolete. This would discourage cities to make incentives. On top of that, it wouldn t be good for the environment to deploy charging stations at every single parking space. Maintenance and operating costs may increase for public charging in the long term. This is why the expansion of regular charging infrastructure would require careful urban planning. We may be able to use of places other than parking spots to install those chargers. What if we use parking garages to install charging hubs that can carry a large amount of charging points? Or would wireless charging be able to speed up the charging process and reduce the impact on street level? 14

17 There are many alternative ways to manage and supply energy. It s counterproductive to say one charging method would be obsolete...

18 2 smart(er) CHARGING

19 Can wireless charging enhance our charging experience? Although only a few consider wireless charging to be a prerequisite for any public charging station, two interesting developments seem to have emerged. The Netherlands shows significantly higher interest in wireless charging. Again, this is a reflection of the maturity of the Dutch EV market and its charging infrastructure. 74% more interest for wireless charging is shown by PHEV drivers rather than BEV drivers. Plug-in hybrid drivers show significantly more interest in wireless charging. As plug-in hybrid cars require more frequent recharging, the wish to charge wirelessly may simply be based on the fact that it reduces the hassle of having to charge multiple times over short distances. Sure, charging becomes less tedious when it s wireless, but as BEVs will cover longer distances, the need for PHEVs will inevitably decline. By then, wireless charging is not just about more convenience - after all, we re still inherently used to taking a break and filling up our tank on the road. Wireless charging will more likely become a necessity for autonomous vehicles down the road. With no drivers to operate the charging station, it s more than evident that wireless charging is the best solution for driverless cars. As opposed to Dynamic Wireless Charging, which allows electric vehicles to be charged when they re on the move, wireless charging technology is now at a further testing stage. More specifically, Dynamic Wireless Charging would require large investments into the roads, as well as a radical shift in driving habits. Even autonomous cars would make stops (for checkups, to drop off or pick up passengers). Perhaps there s a future for Dynamic Wireless Charging for long-distance trucks... 19

20 Wireless charging won t play a dominant part any time before 2020, but it will become the dominant charging method for autonomous cars.

21 Compatibility is currently the biggest challenge. The question remains whether it s better to operate a standardized charging plate for all types of vehicles. There s a difference between SUV and sedans for instance; SUVs are higher off the ground. But in this case, wireless systems will also need to be capable of covering multiple charging rates, as different cars would consume a different amount of electricity. These are things that both car makers and station suppliers need to take into account. Wireless charging isn t expected to conflict with the regular charging stations cities are currently placing. On another note, cities like Amsterdam realize that it simply cannot afford to wait for wireless charging. It does show however, a great potential for taxis. A system for this scenario needs to be implemented as soon as possible. Will charging infrastructure change the way we generate, distribute and consume energy? Today, electric cars have a one-way charging process. Either from grid to home to station to car (at residential properties), or from grid to station to car (in public areas). As everyone charges at night time, or at work during the day, there are inevitably times when peaks arise. These peak usage moments will put pressure on the grid, which will lead to unnecessary connection and/or grid reinforcements. This isn t much what you would call eco-conscious. The same goes for scenarios in which drivers charge at times when there s no sustainable generation of power. This wouldn t be much of an eco-friendly practice either. In 2012, the industry pioneered with the so-called Smart Charging technology. This technology should enable charging stations to prevent peak usage of energy, as well as a more efficient production of decentralized energy. With Smart Charging, electric vehicles can be supplied with clean energy sources. Today, there are Smart Charging features such as Load Balancing, Peak Shaving, and Demand-Response, to name a few. 20

22 Future Smart Charging must become smarter. It must be based on multiple variables (e.g. various demandresponse mechanisms from multiple players) We need to put the consumer first, and find the best strategy based on mobility-, energyand financial values.

23 Demand-Response enables the charging operator to set up control signals and variable capacities, as well as - amongst others - Critical Peak Prices (CPP) and Time-of-Use tariffs (ToU). These features can provide more flexibility in energy use to both electric drivers and charging operators. Load Balancing distributes the electrical capacity proportionally over all charging stations in use. This configuration ensures optimal charging is provided to all electric vehicles at a given location, within the limits of the actual available power. Peak Shaving allows station owners to set up a maximum capacity for their charging stations within specific time frames, or even a time frame that matches the available grid situation. This configuration prevents peak usage, therefore avoiding high demand charges. However, new peak usage can rise if everyone charges off-peak. This is why the energy system is bound to become more complex over the next 10 years. After all, more power will be needed for the expansion of charging infrastructure. Not only can we generate our own power through solar panels, but we d also be able to use and store (excess) power in an EV battery, utilizing this stored power for actual zero emission driving. In a future scenario, we can consume this power at our own convenience. The car would also be able to communicate with the power grid. Through a charging station, the car can either return ( sell ) electricity to the grid (for local grid support), or throttle its charging rate. This method is called bi-directional or Vehicle-to-Grid charging. This method aims to support the grid, and to make use of the available power and energy sources as efficient as possible. Yet Smart Charging should become smarter than it is now. Current features allow consumers to charge when there s an excess of solar power, or when it s a convenient time for the grid. The end solution to energy consumption, going to and coming from the car, is really determined by what s most viable. 23

24 The end solution for the best charging infrastructure should be determined by what s most viable. Second-life battery storage and Vehicle-to- Grid charging both are viable options. But it should not be necessary for both to be implemented at one location.

25 Can we make charging more energy-efficient to electric drivers and grid operators? The roundtable s solutions to this question resonated with the consumer needs as resulted from the survey. 47% of electric drivers want online connectivity on their home charging station. For the tracking and billing of charging sessions. In nearly all surveyed countries, the most demanded feature for home charging stations was online connectivity, which would enable the tracking and billing of charging sessions. Interestingly, dual charging points are very much preferred amongst North American respondents, suggesting that they already own (or will purchase) more than one electric vehicle. The third preference worldwide was postponing charging start time to lower electricity costs. This top 3 suggests that electric drivers seek two undeniable things; cost effectiveness and ease of use. Needless to say, the consumer comes first. If they don t know what they re signing up for, how can they define whether it s important or interesting for them? Prior studies has proven though, that for this industry, the consumer is more interested in purchasing a service if they re able to either gain or save some money from it. But how much money, doesn t really matter. In this sense, more importance is given to the image of sustainability and innovation, rather than financial incentives. The task of charging operators and energy utilities, is to make consumers aware of the outcomes of new technological developments. All consumers need to do is to be aware, while we take care of the tech behind. One thing is certain: the technology should be hasslefree, low-priced, reliable, and sustainable. 24

26 Smart Charging should be available at a low price. It should be easy-to-use and reliable. Consumers will see the results and reap the benefits, while charging operators and energy utilities take care of the technology behind.

27 3 key SUGGESTIONS

28 electric DRIVING Charging operators should standardize service and payment, and enable direct (mobile) payment. Electric drivers should be able to pay for any charging session with any method, hasslefree. Car makers should create services that allow individual electric drivers to charge and drive as easy as possible. Think about the development of batteries that carry a better range, and charge faster. Today s adoption is as much about uncompromised comfort, as about financial incentives. Government incentives are still needed in the coming years to stimulate the transition to EVs. Charging operators and OEMs should act where possible, to safeguard governments appetite for this stimulation. smart(er) CHARGING Wireless charging won t play a dominant part any time before 2020, but it will become the dominant charging method for autonomous cars. Future Smart Charging must become smarter. It must be based on multiple variables (e.g. various demand-response mechanisms from multiple players) We need to put the consumer first, and find the best strategy based on mobility-, energy- and financial values. Determine the end solution for the best charging infrastructure by what s most viable. Second-life battery storage and Vehicle-to-Grid charging both are viable options. But it should not be necessary for both to be implemented at one location. Make Smart Charging available at a low price. It should be easy-to-use and reliable. Consumers will see the results and reap the benefits, while charging operators and energy utilities take care of the technology behind. 27

29 4 survey RESULTS

30 The survey as presented in this Manifesto was conducted between November 2016 and February 2017 for 100 days. It was distributed to and via the professional network and customer base of EV-Box, as well as to the public, through news sources (i.e. CleanTechnica), newsletters (i.e. Electrive.com), and social media (i.e. Facebook, Twitter and LinkedIn). The survey reached a total of 850 respondents within this time period. It consisted of 63 questions focusing on both electric driving and charging, including the incentives, the experience, the satisfaction, and the needs. The type of questions varied between multiple choice (one selection allowed), multiple choice (multiple selections allowed), and scales (1-5 and 1-7). To ensure an optimal user-experience, the survey is designed with form-builder and data-aggregator Typeform. The results are collected by the same platform. The final data as presented in this Manifesto, is analyzed and visualized by EV-Box and EVConsult. All quotes and data are reviewed and approved by all roundtable attendees. This chapter features the key results from the survey. For a full, transparent overview, please visit ev-box.com/emobility-survey. 31

31 electric DRIVING 51% of all electric drivers say that the main reason to drive electric, is to contribute to a more sustainable future. The United States puts strong emphasis on the climate contributions from electric drivers. The Netherlands should follow this example. In the UK, EVs are rarely considered as part of an organisation s environmental or Corporate Social Responsibility. This could be a huge opportunity for charging operators and OEMs to stimulate investment and create awareness.

32 Car types & models 46% Bought new 35% Leased 19% Used 61% Fully-electric 34% Plug-in electric 5% Unknown 19% Nissan Leaf 18% Tesla Model S 63% Other models 5 out of 10 Dutch drivers are lease drivers. Dutch lease drivers pay the lowest tax rate on fully-electric cars. Fully-electric cars are the most popular in North America, while PHEV sales are higher in The Netherlands and Belgium. The youngest age group yo has significantly more BEV drivers (72%) than PHEV drivers (28%). All other age groups show an equal amount of BEV and PHEV drivers. The most popular models are Nissan Leaf and Tesla Model S. Other recurring models include Chevrolet Volt, Mitsubishi Outlander PHEV, BMW i3, Volvo V60, Renault ZOE, VW Golf GTE, Audi A3 etron, and Tesla Model X. Driving incentives & satisfaction 51% Contribute to a sustainable future 19% Car features & driving experience 16% Subsidies & tax incentives 14% Other 5.97 Driving XP 5.72 Smoothness 4.19 Charging time 4.01 Range Other reasons include Pushed by company, Appearance of the car, and Image. North America lists Car features & experience as an important reason to buy an EV. Europe, and The Netherlands in specific, lists Subsidies and incentives as an important reason. This however, is less significant on a global level. On a scale from 1 (far less than expected) to 7 (far better than expected), drivers rated the driving experience and the smoothness of the ride better than expected. The charging time and range of the car is as expected. Overall, drivers are well-satisfied with their electric car. 33

33 electric CHARGING 4.7 out of 10 is the overall satisfaction rate for the availability of charging infrastructure. Surprisingly, The Netherlands is as unsatisfactory about the availability of charging points, as people are in the United States. Will people always ask for more? Are charging operators creating a problem that s not there really? Keep in mind that the Dutch perception is not necessarily defined by a shortage of charging points, but that charging points in this country simply are often taken. As of now, there are no business models yet to make charging infrastructure 100% covered by locating apps. Perhaps user rating could be a solution to this.

34 Locations where drivers charge most often 42% 42% At home on a private driveway 33% At home in a private garage 14% At work at company parking 5% At home using public charger 3% At work using public charger 3% Other Always charges at home, in private or shared parking. Charging locations 35% of Dutch drivers charge somewhere else than home. Many Dutch drivers don t have the space (and facility) to install a charging station at home. On top of that, The Netherlands has the highest ratio between public charging points and electric cars. Belgian and North American drivers almost exclusively charge at home. At home Half of all respondents never charge through a regular electricity socket. 42% always use a charging station. With 24%, North America shows the highest percentage of drivers that are always using a regular socket to charge their car. Keep in mind that home chargers are promoted more in some countries. For instance, the more insurance companies are promoting the safety aspect, the more home chargers may be installed. 61% 56% Never charges at work, in private or shared parking. Sometimes charges in public spaces. At work 15% of European drivers often or always charge at work. The North American average for charging at work is only 5%. The majority (78%) never charges with a regular electricity outlet at work. The Netherlands show a significantly higher perecentage (47%) of drivers that often or always charge at work. In public 15% of Dutch drivers always charge in public. This is the highest percentage amongst all countries. Belgian drivers however, hardly ever charge in public, with only 2,9% indicating to charge often, and 0% charge always. 35

35 electric CHARGING 6.8 out of 10 is the average satisfaction rate for charging stations. Charging cables are the best rated features on any charging station. Design comes in second. As expected, the pricing of stations and installations is the least satisfactory. However, with the introduction of new models, charging stations will become a one-time investment that is compatible with any (future) electric car.

36 Locations where more charging points are needed 1 Retail 2 Offices 3 Restaurants Hotels Bus and train stations My neighborhood 56% 45% 44% 39% 24% 21% Charging location needs More than half of all respondents say they d like to charge more at retail facilities. North American drivers show the highest demand for charging points at retail and hospitality facilities like hotels, shopping centers, and restaurants. Keep in mind that this question depends on the distance people need to drive to these locations. The longer they need to drive, the less demand for charging points there will be for that specific location. Main incentive to buy a personal charger Satisfaction rate Charging cable Design Charging time Connection/IoT Station price Installation price 42% Charge faster 8% Charge safer 6% Discounts 6% Paid by employer 5% Image 5% Subsidies 2% Design 5% Other 21% Doesn t own one 8,1 7,4 7,0 6,3 5,9 5,9 Charging incentives & satisfaction 21% of all respondents do not own a personal charging station. These are excluded from the results below. The undisputed number one reason to purchase a personal charging station is to charge faster. In The Netherlands, the sustainable image that charging stations carry with them, is considered to be much more important than in all other countries. With an average of 6.8 out of 10, the overall experience with charging stations is rated as adequate. Pricing of the stations and installation is the least satisfactory. The UK however, gave 1.5 higher rating for station price, and 1.0 higher rating for installation price. This may be a result of local subsidies. In Scotland for instance, charging installations are now 100% covered by the government. 37

37 electric CHARGING ALL of the regions value a display screen in this survey, implying that clarity is much needed. We should respond to this call for clarity, specifically around payment and charging speed. This requires public regulation. Think about a government regulated system that everyone can access, as well as a set number of standard functionalities for all public charging stations across Europe. But to foster innovation, there needs to be different options. Innovation first, regulation second.

38 Charging feature needs Most requested features for public charging stations Fast charging Other payment methods Display screen Attached cable Energy source Wireless charging Postpone charging time 59% 48% 45% 37% 27% 22% 11% Public charging stations 88% of British drivers are not satisfied with the current payment options for charging stations. On the contrary, only 25% of Dutch drivers would like to see other payment methods. 59% of all drivers want Fast DC Charging as a feature for public stations. With 48%, other payment methods come in second. Home charging stations Most requested features for home charging stations Internet connectivity Cable storage Postpone charging time Fast charging Energy source Dual charging connectors Extended cable 47% 35% 34% 33% 27% 25% 22% The most requested feature for home charging stations across all countries is internet connectivity. This feature will enable drivers to check their charging status, as well as to connect their charging station with a home energy management system. Other than internet connectivity, North American drivers show specific interest in dual charging connectors (35%), while European drivers seem to prefer cable storage. Postponing charging time comes in third. This feature would enable drivers to take advantage of lower electricity fees, i.e. postponing the session till a certain point at night. 39

39 NORTH AMERICA drivers would love to have more charging points at hotels, restaurants, and shopping centers. UNITED KINGDOM NORTH AMERICA has the largest group of younger electric drivers. NORWAY drivers are all driving fully-electric! But more than half of them don t have their own charging station. Sounds like they could use some help! drivers would love to have more charging points at train- and busstations, and better payment methods for their charging sessions. ALL ELECTRIC DRIVERS would love to use intelligent public and home chargers that are connected online, communicate charging statuses, and become part of the Internet of Things. THE NETHERLANDS are the undisputed kings of workplace and public charging. BELGIUM sees a big increase in new EV sales, thanks to local and federal incentives. The respondents are 91% male 7% female 2% unspecified 58% 45+ years 38% years 4% 25- years The respondents come from 40% The Netherlands 35% United States 7% United Kingdom 4% Canada 3% Norway 3% DACH 8% Others (26 countries)

40 12 thought LEADERS Bart Vertelman Project Manager Amsterdam Electric Municipality of Amsterdam Bram van Eijsden Development & Innovation in EV Charging Infrastructure E-laad Jacco van der Burg Manager Innovation & Development ENGIE Mick Cameron Head E-Mobility Jaguar Land Rover Bram van de Leur Founder & CTO EV-Box David Beeton Founder & Managing Director Urban Foresight Jurgen Hoogeveen Managing Director The Netherlands EV-Box Michiel Langezaal Co-founder & CEO Fastned Fleur Elfrink E-Mobility Consultant EVConsult Jaap van Tiggelen Manager Public Affairs Renault Benelux Kristof Vereenooghe Chief Executive Officer EV-Box Roland Steinmetz Owner, E-Mobility Consultant EVConsult 42

41 The emobility Roundtable November, 2016 / Amsterdam 43

42 next STEPS SHARE this Manifesto with your peers, clients, governmental parties, and anyone else that will benefit from the roundtable s and survey s findings. PARTICIPATE in next year s emobility survey. Your experiences and opinions are crucial in helping this industry move forward. CARRY ON the discussion about the future of mobility and transportation. Your questions and ideas will inspire this industry to innovate, continuously.

43 MANIFESTO of electric mobility This is the digital version of an independent publication from EV-Box. Special thanks to ENGIE, EVConsult, E-Laad, Jaguar Land Rover, Renault, The Municipality of Amsterdam, Urban Foresight, and Fastned for providing their valuable visions for the writing of this publication. EV-Box B.V., Pedro de Medinalaan 31, 1086 XP Amsterdam / +31 (0) / ev-box.com powered by All rights reserved 2017 EV-Box B.V.

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