Integrating charging infrastructure in cities - the Berlin Modell

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Hermann Bluemel Senate Department for the

1 Integrating charging infrastructure in cities - the Berlin Modell Presentation to Mr. Aniruddha Kumar (Ministry of Power) Indo-German Energyforum (IGEF), Hermann Bluemel Senate Department for the Environment, Transport and Climate Protection Berlin 1

2 Topics 1. Urban public space 2. The Berlin approach for charging infrastructure in public space 3. Lessons learned 4. Conclusions 2

3 Topics 1. Urban public space - trends in demand, supply and expectations - definition of urban public space - infrastructural demands - objectives and steps to create efficiency in the use of public space 2. The Berlin approach for charging infrastructure in public space 3. Lessons learned 4. Conclusions 3

4 1.1 Urban public space trends in demand, supply and expectations accessibility environmental quality central task in urban transport planning: to support a more efficient use of public space supply inhabitants registered vehicle car parking bike parking pedestrians car-sharing bike-sharing charging points parcel delivery (e-commerce) 4

5 1.2 What is urban public space? public space is (within the German legal framework) defined as o owned by the municipality o operated by the municipality (drainage, lighting, winter service, ) o controlled by the municipality (parking enforcement,.) o responsibility of the municipality (to care for traffic safety, permits for special use) o non-discriminatory access for everybody and at any time legal principles o in public space special legal principles of public law must be applied o on private ground (as well as on semi-public ground) principles of private law and commercial law must be applied A charging station on public ground is not the same as a gas station on private ground! 5

6 1.3 Infrastructural demands - Charging infrastructure, CS- and BS-stations 6

7 1.4 Objectives and steps to create efficiency in the use of public space 1. interoperability of services standardised interfaces (sockets, plugs, communication,.. ) standardised open protocolls (no proprietary solutions) standardised basic authentication device for access 2. location planning by municipality 3. intensive monitoring of the demand for infrastructural demand in public space 4. time based tariff to prevent missuse of parking lots at charge points 5. regulations to guarantee easy, non-discriminatory access to all services of all operators and types of infrastructure use, to prevent discriminating structures based on individual business modells efficiency in the use of public space creates high cost efficiency, scale effects for service providers and better service quality 7

8 1.5 DC-Services in Berlin today 21 DC-stations in Berlin (on public and private ground), some unknown 8

for Charge-Points operated by RWE: Smart-Cable 2.

9 1.6 Equipment for access to the charging infrastructure in Berlin today Exempel: vehicle of a commercial fleet 1. for Charge-Points operated by RWE: Smart-Cable 2. for Charge-Points operated by Vattenfall: RFID-Card (1) 3. for Charge-Points operated by Allego/The New Motion: RFID-Card (2) RWE Vattenfall New Motion 9

10 Topics 1. Urban public space 2. The Berlin approach for charging infrastructure in public space - location concept - the Berlin Standard for charging infrastructure - the Berlin authentication platform 3. Lessons learned 4. Conclusions 10

11 2.1 Location concept request areas request areas reasult: 338 charge points within 200 request areas to cover the first demand * 1 charge point = 1 socket 11

2.2 The Berlin Standard for charging infrastructure Core elements of the Berlin Standard: 1. CPO independent information platform with static and dynamic information 2.

12 2.2 The Berlin Standard for charging infrastructure Core elements of the Berlin Standard: 1. CPO independent information platform with static and dynamic information 2. CPO and MSP independent authentication platform creating a white list of ID both operated by the city 3. basic authentication device: electronic RFID ticket (in line with electronic ticket for bus & rail, ferries, bike-sharing, charging, cycle garages, carsharing => mobility card) 4. tariff based on time, not on energy (to make parking places at charging stations free after charging) 5. contract with the city: precondition for permission to install charging infrastructure in public space CPO: charge point operator MSP: mobility service provider 12

13 2.3 The Berlin authentication platform Customer CPO MSP Operator independent authentication Transfer of a white list with all customer ID Authentication platform operated by the municipality CPO: charge point operator MSP: mobility service provider Transfer of white lists with customer ID 13 13

2.4 The Berlin charging infrastructure status 2018-02-14 a.

DC stations (3 x 45 kw) on semi-public ground 9 * semi-public

14 2.4 The Berlin charging infrastructure status a. AC stations (2 x 11 kw) on public ground 182 b. AC stations (1 x 3,7 kw) at street lighting 19 c. AC stations (2 x 11 kw) on semi-public ground 11 d. DC stations (3 x 45 kw) on semi-public ground 9 * semi-public ground: private ground with non-discriminatory access 24 / 7 AC station DC station AC at street lighting 14

15 Topics 1. Urban public space 2. The Berlin approach for charging infrastructure in public space 3. Lessons learned supply and demand side need to reduce time of connectivity radarbased detection of parking lots 4. Conclusions 15

16 3.1 Development of supply ( ) realisation of the location concept Standortkonzept 338 Ladepunkte sollen in den ermittelten 200 Suchräumen errichtet werden, um den Bedarf abzudecken 16

17 3.2 Development of the demand (4/ /2017) average kwh per session durchschnittliche Ladearbeit in kwh pro Ladevorgang Change of tariff on from time based to session fee due to changes in calibration law and up-date of IT-system 17

18 3.3 Development of demand (4/ /2017) average connectivity per session Durchschnittliche Anschlussdauer pro Ladevorgang in h Change of tariff on from time based to session fee due to changes in calibration law and up-date of IT-system 18

19 3.4 Need to reduce the time of connectivity Average user behavior average kwh per session: 11 kwh average connectivity per session: 7 h 15 min 352 AC- charge points 11 kw Szenarios power 3,7 kw 11 kw calculated connectivity to charge 11 kwh 3:00 h 1:00 h blocking of charge point (incl. reserve 15 min) effect of a reduction of the time if connectivity incl. reserve 15 min 4:00 6: % Ʃ ~820 AC-CP + 600% Ʃ ~2.460 CP Reducing of connectivity to real time of charge is a priority action 19

20 3.5 charging and parking - radarbased detection of parking lots Abb.: Provisorium realisiert: integrierte Lösung in Beleuchtungskopf statistische Analyse der Parkraumnachfrage (Klassen) Vergleich: Ist mit Klassen 20 Prognose der Belegung

21 3.6 charging and parking - user interfaces routing and indication of free parking lots at charge points 21

22 Topics 1. Urban public space 2. The Berlin approach for charging infrastructure in public space 3. Lessons learned 4. Conclusions 22

23 4. Conclusions 1. municipalities play a central role in the definition and roll out of charging infrastructure in public space 2. efficiency in the use of public space is the central criteria 3. interoperability of services and non-discriminatory access is the precondition to create efficiency 4. Innovation needs regulation first 23

24 Thanks for your attention! Senate Department for the Environment, Transport and Climate Protection Am Koellnischen Park 3 D Berlin Hermann Bluemel ++49-(0)30/ hermann.bluemel@senuvk.berlin.de 24

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