1、Time to recharge:Accelerating the rollout of EV charging infrastructureBExecutive summaryGetting electric vehicle(EV)charging right is essential for meeting national EV targets and,consequently,a crucial component in achieving national net-zero ambitions.Progress in many countries remains patchy,and

2、 even the best performers have ways to goin meeting forecasted levels of charge-point demand in 2030 and beyond.By one estimate,the world will need to invest over US$1 trillion1 in EV charging infrastructure by 2030,in line with commitments to the Paris Agreement.Unlocking this investment within tha

3、t timeframe is dependent on concerted and coordinated action from various stakeholder groups to overcome the triad of critical challenges our research has shown tobe slowing EV charging rollouts.Firstly,in the public sphere,roles and responsibilities are often not well defined,leading to the duplica

4、tion of authority or gaps in guidance and coverage.Theseinefficient public processes put the onus on local authorities or charge point operators(CPOs)to chart their own paths,leading to suboptimal outcomes for users.To avoid this,national governments must clearly delegate these roles and responsibil

5、ities,ensuring full coverage of planning and the administration of funding,and the installation and maintenance of charging infrastructure.On the ground,local authorities should be supported with capacity-andskills-building efforts to help them create localtargets and processes that help themselves,

6、and CPOs,to deliver against them.The second roadblock is the uncertain commercial and risk dynamics facing CPOs.High upfront costs and low levels of utilization means that many CPOs are struggling to turn a profit.To cushion this,governments have a central role to play in incentivizing investments b

7、ut must do so strategically;subsidies should push private operators to address the specific needs of the localmarket,like rural charger coverage,or exorbitant installation costs.Concurrently,CPOs must explore all routes to develop a sustainable competitive advantage in theshort and medium term.One w

8、ay to do this is to find opportunities to extend services up and down the value chain.In parallel,insurers should engage with CPOs to better understand risks,enabling them to offer coverage that will further enable investment.Finally,grid management issues underpin the speedof charge point deploymen

9、t.Worries about grid reliability and capacity can be mitigated through theadoption of smart charging a technology that allows the unidirectional charging of EVs to start and stop in response to electricity supply and cost factors at any given point in time.EV uptake may even switch from being a stra

10、in on the grid to a critical supporter,if regulations allow vehicle batteries to store excess power that can be sold back to the grid during peak demand.As it stands,a lack of public policies,national standards and uneven stakeholder awareness is slowing down progress in this space.These inhibitors

11、must be prioritized as the pressure on the grid grows with rising electricitydemand and climate-related stressors.ContentsIntroduction 1Understanding the drivers of the global EV market 3#1:Inefficient public processes 61.1 Sub-challenge:Poorly defined responsibilities at national level 71.2 Sub-cha

12、llenge:Limitations on local authority capability 9#2:Uncertain commercial and risk dynamics 112.1 Sub-challenge:Charge point operators struggle with return on investment 122.2 Sub-challenge:Relative immaturity of the EV charging insurance market 16#3:Grid management issues 163.1 Sub-challenge:EV cha

13、rging places an increasing strain on the grid 173.2 Sub-challenge:The lack of clarity over V2X roadblocks,costs,andbenefitsinhibits investment 19Concluding thoughts 22Acknowledgements 231IntroductionTransport relies more greatly on fossil fuels than any other sector,accounting for 37%of CO2 emission

14、s from enduse sectors in 2021.It comes as no surprise,then,that in an era of net-zero commitments,governments have made sustainable transportation a key policy objective and are pressing for quick results.The widespread adoption of electric vehicles(EVs)is a part of this journey,but one that will ne

15、ed to be complemented by investments in hydrogen fuel-cell vehicles and sustainable fuels.The lifecycle emissions of EVs today in Europe are already 66%-69%lower than a comparable internal combustion engine vehicle(ICEV),according to research from the International Council on Clean Transportation(IC

16、CT)2 published in 2021.But a more accurate calculation of the potential environmental benefit of EVs over traditional gasoline-powered vehicles requires that the lifecycleanalysis be conducted on a country-by-country basis(see sidebaron left).Backed by strong national government and supranational su

17、pport,the global EV market has seentremendous growth over the past 10 years and ispoised to grow at 21%annually until 2026.3 To powerthis transition,governments will have to address the biggest bottleneck to e-mobility the availability of charging infrastructure(seeExhibit 1 below).Exhibit 1:Top con

18、sumer concerns when considering purchasing an EVBrazil n=184Canada n=193China n=302France n=167Germany n=188Italy n=236Mexico n=202Spain n=200UK n=176US n=208Global n=2056Availability of charging stations41%54%54%46%56%61%51%54%52%45%52%Distance the vehicle can travel on a single charge23%37%40%28%3

19、9%23%28%36%39%32%33%Availability of financial incentives26%36%28%36%29%43%27%32%26%26%31%Source:Oliver Wyman Forum Global Consumer Sentiment Survey March 2022Given the complex interplay between stakeholders,no one group can single-handedly change the speed of an EV charging rollout in a given countr

20、y.2Charging infrastructure refers to the equipment that connects EVs to an electricity source to recharge its battery.While much of EV charging takes place at home through a regular wall socket,readily accessible public-charging infrastructure remains a key enabler that will ensure more EVs are boug

21、ht by individuals who dont have personal parking spots.The ratio of EVs to charge points varies tremendously across countries,largely due to assorted approaches to regulation,incentivization,planning,and differences in the quality of underlying energy systems.Today,there are only roughly half a mill

22、ion public fast-charging points globally and just over a million slow chargers.The world will need 5.4 million publicly available fast chargers and 10 million slow chargers4 in order for countries to fully implement their national targets for 2030 and 2050,according to the International Energy Agenc

23、ys Announced Pledges Scenarios,introduced in 2021 to show to what extent announced ambitions and targets are on path to deliver emissions reductions in line with 2050 net-zero goals.For most countries,meeting the needs of their targeted EV fleets will require a much more aggressive rate of deploymen

24、t of chargers over the next few years.Given the complex interplay between stakeholders,no one group can single-handedly change the speed of EV charging rollout in a given country.Some stakeholders act as enablers of the rollout,such as public-sector actors like national and local authorities,utiliti

25、es,and insurers.For their part,EV manufacturersand charge point operators(CPOs)(comprising an increasingly diverse group of sub-actors)will move up and down the value chain to offer vehicle charging and add-on services to a wide-ranging set of customers.This report tackles three of the biggest chall

26、enges that are holding back the rollout of charging infrastructure around the world:Inefficient public processes,an uncertain commercial and risk landscape,and grid management issues.After exploring the drivers for the EV market,the following chapters explore each challenge,identifying obstacles and

27、 matching them against recommendations for key stakeholders,supported by examples of action taken from around the world.DO EVS HAVE LOWER EMISSIONS THAN PETROL-OR DIESEL-POWERED VEHICLES OVER THEIR LIFECYCLE?European Environment Agency research states that most life cycle assessments(LCAs)show that

28、EVs havelower life-cycle greenhouse gas(GHG)emissionsthan internal combustion engine vehicles(ICEVs).In general,although GHG emissions associated with the raw materials and production stage of EVs are 1.3-2 times higher than for ICEVs,this can be more than offset by lower per-kilometer use-stage emi

29、ssions depending on the electricity generation source.The electricity generation mix of a country has an influence on the carbon intensity of all life-cycle stages,but most strongly on use-stage emissions.Charging EVs with electricity generated from coal results in higher life-cycle emissions than t

30、hose produced by ICEVs,whereas using wind power life cycle emissions ofan EV could result in emissions almost 90%lower than an equivalent ICEV.Source:EEA55WHATS THE DIFFERENCE BETWEEN FAST AND SLOW EV CHARGERS?There are four main charging speeds for EVs,as seen in Exhibit 3,but most people refer to

31、either slow or fast chargers.Slow chargers are best equipped for personal use and can be easily plugged into a socket in peoples homes for overnight charging.Fast chargers can take as little as 30 minutes to get a car to fully charged.These high-powered chargers are designed for commercial and indus

32、trial use,requiring a direct connection to the grid.Given their speed,fast chargers are more commonly seen at public sites,for en route charging.As EVs penetration increases and countries electrify more use cases,accessibility to fast chargers will be especially important to support this.3Understand

33、ing the drivers of the global EV marketGovernment incentivization and increasingly environmentally conscious car-owners have been the catalysts for the recent fast growth of the EV market.Toensure the continued rise in levels of EV-adoption,the rollout of EV charging points must speed up considerabl

34、y.4While it may seem obvious to most observers that EVs are here to stay,many people would be surprised to learn that the electric vehicle is not a completely new innovation and that interest in EVs has come andgone before.First invented around 1830,EVs gained in popularity in the 1890s and by the t

35、urn of the century accounted for about one-third of vehicles in the United States.Atthe time,EVs had several advantages over gasoline-powered vehicles,which had to be cranked by hand to start and were noisy to drive.Over time,though,EVs disadvantages came to the fore.Those included long charging tim

36、es,a lack of charging infrastructure,and concerns about the distances these vehicles could travel concerns that sound familiar to anyone with an interest in the EV sector today.WHAT REALLY IS AN EV?An electric vehicle(EV)is a vehicle that uses anelectric motor instead of an internal combustion engin

37、e(ICE).While EVs may be an umbrella term referring to any vehicle powered by electricity from a battery,for the purpose of this report,EVs refer only to plug-in electric vehicles,including plug in hybrid EVs(PHEVs),and batteryEVs(BEVs),excluding fuel cell electricvehiclesor hybrid electric vehicles.

38、There have been two drivers of the growth of the EV market in recent years:Government-funded incentives and consumers increased environmental awareness.Governments around the world have been encouraging EV sales through the presence offinancial and non-financial incentives to help manage consumer co

39、ncerns about higher upfront costs,electricity prices,or range anxiety.These incentives are intended to help EV adoption stay on track to meeting government targets,which in turn are aligned to national net-zero ambitions(seeExhibit 2 for more details).Consumers are becoming increasingly conscious of

40、 their own environmental footprint and the reduced emissions from an EV rank highly in decision-making of current and prospective EV owners.One study from the US shows that almost 50%of current owners5 rank environmental reasons as their number one factor for purchasing an EV,whilst another study sh

41、ows that 70%of potential EV buyers6 view environmental reasons as the key convincing factor.Given that outside of China,EV prices have been holding firm or increasing of late,consumer sentiment will continue to play an important role in further adoption.However,for EV adoption targets to be realized

42、,there needs to be a step change in EV-charging infrastructure in most countries.In the past five years,the rollout of charging infrastructure in many countries has gathered pace;but this has been from a low base,and progress has been uneven.For example,nearly 50%of charging points in the EU can cur

43、rently be found in just two countries Netherlands(29.4%)and Germany(19.4%).The other half is split between the other 25 EU nations,which collectively account for 90%of the EUs surface area7 or 77%in passenger car parc(passenger cars in use)and about 70%in new passenger car registrations,to put this

44、into automotive terms.5Exhibit 2:National progress against EV adoption targets in selected countriesCOUNTRYEV TARGETSEV SALES SHARE(CARS,2021)TOTAL EV SALES FROM 2017-2021SELECTED EV ADOPTION INCENTIVE MEASURESNorwayAll new cars sold by 2025 should be zero-emission(electric or hydrogen)86%329,879No

45、annual road tax(1996-2022)Free municipal parkingNo toll feesAccess to bus lanesIcelandAll new passenger cars should emit zero emissions,by around 202772%9,364Exempt from import dutiesExemptions and discounts for VATFree municipal parkingBan of petrol and diesel vehicles by 2030SwedenNational target

46、of becoming carbon-neutral by 2045 will require 2.5 million EVs and PHEVs43%113,279Rebates for EV purchase(2012-2022)Ban of new petrol or diesel car sales after 2030Denmark1 million zero-emission light duty vehicles by 203035%46,953Exemptions from registration taxExemptions from ownership taxSubsidi

47、es parking feesSubsidies for the purchase of EVs by municipalities and companiesNetherlands 100%share of ZEVs in passenger LDV sales by 203030%231,084Subsidies for purchase of EVsTax exemptions for leasing2000 incentive for the purchase of used BEVsGermany15 million BEVs on the roadby 203026%674,843

48、Subsidies for the purchase of BEVsUnited KingdomAll sales of passenger cars to be BEVs or FCEVs by 203519%366,947Phase out passenger ICEV sales by 2030Phase out ICE small trucks by 2035 and larger trucks by 2040Discount on London Congestion ChargeExemption from vehicle excise dutyFranceEnd sales of

49、new fossil-fuel powered passenger cars and light commercial vehicles by 204019%380,701Grants for purchase of EV for individuals and companiesChina20%share of new EVs in LDV and HDV sales by 2025 and 40%of all vehicles soldto be EVs by 203016%5,783,371Zero emissions vehicle mandate:Vehicle manufactur

50、er and importer must make/import at least 10%EVsSubsidies to manufacturers of EVsSubsidies for purchase of EVsExemption from sales taxUSAEVs should make up 50%ofnew vehicle sales by 20305%1,282,638Tax reductions in various statesRebate program for EVs in various statesFree parking in various statesV

51、AT=Value Added Tax,LDV=Light Duty Vehicle,HDV=Heavy Duty Vehicle,PHEV=Plug-in Hybrid Electric Vehicle,FCEV=Fuel Cell Electric VehicleSource:IEA86#1:Inefficient public processesThe actions of public sector authorities can hinder the efficient rollout of EV-charging infrastructure.National-level respo

52、nsibilities should cover demand planning and the setting of key standards to ensure charge point usability and safety.Local authorities must be supported to ensure they have the capacity and skills to localize targets and create an enabling environment for CPOs to deliver against them.71.1 Sub-chall

53、enge:Poorly defined responsibilities at national levelWhats the challenge?Public-sector roles and responsibilities are sometimesnot clearly enough defined,which can result in authorities duplicating efforts or leaving gapsin guidance.This leads to stakeholders such aslocal authorities or CPOs charti

54、ng their own path,resulting in sub-optimal outcomes for users.Examplesinclude countries that have so many different EV charging-station payment platforms that it can put off consumers from buying an EV,orinstances where details of charger locations are not available in a single open-source platform.

55、Also,as more charging points come online,cyberattacks targeting these assets will inevitably increase,and sodelays in setting national standards increase therisk to users,CPOs,and the grid.Recommended actionsEnsure coordination and a clear delineationofroles and responsibilitiesNational governments

56、must ensure there is a clear delegation of roles and responsibilities to support EVcharging rollouts.To date,governments have tailored approaches to charging rollouts based on their existing competencies and precedents for rolling out infrastructure such as broadband.For some countries,this may mean

57、 the creation of new workinggroups and coordination platforms that tackle charging as a subsector of its own,working inparallel to related sectors such as energy,transport,and industry.Many countries have benefitted from involving local leadership in helpingset the nationalagenda;however,governments

58、 with strong central coordination may see a more efficient rollout bydesignating roles for local stakeholders that satisfy overall domestic agendas.In the Netherlands,the Dutch government took responsibility for bringing together stakeholders that represented public interests in infrastructure and n

59、ational enterprise,grid operators,knowledge platforms,and the association of municipalities.Private-sector stakeholders were also involved in the government-led process to create the Netherlands National Charging Infrastructure Agenda.9 The Agenda sets out a multiyear plan to deliver on EV charging

60、infrastructure targets,with clear actions forstakeholders to proceed in areas such as ensuring that targets are localized and executable,charging data and pricing are transparent,and grid impacts areanticipated and mitigated.China took a different approach in its 2021-2035 NEV Industrial Development

61、 Plan.10 The plan not only includes clear targets for charging infrastructure,it also assigns implementing entities,with the Ministry of Industry and Information Technologies as lead,alongside other ministries,commissions,government departments,industry and research leaders,and a clear role for loca

62、l governments.More centralized in nature,this plan also has a view of likely shifts in the industry,with guidance on expected convenience levels of technologies including battery swapping(where charging infrastructure comes in the form of swapping stations for depleted batteries to be automatedly re

63、placed with fully charged ones).In the United States,the 2021 Bipartisan Infrastructure Law(BIL)set an ambitious target to increase EV sales by 50%by 2030.Formula funding of US$7.5 billion was dedicated to building a national charging network of 500,000 charging stations.Insupport of this agenda,BIL

64、11 directed that a new body,the Joint Office of Energy and Transportation,be created jointly by the Department of Energy and the Department of Transport.The new body will maximize this funding by supporting and overseeing a range of investments in new transportation infrastructure,including EV charg

65、ing in rural,disadvantaged,and hard-to-reach areas.The body will work on topics including the designation of national EV charging standards,as well as providing guidance and supportto states and local authorities.8Prioritize the usability and safety of charging platformsGovernment authorities should

66、 take preemptive measures to ensure that charging points are easy to use and that the interests and safety of users are protected through regulation and legislation.Different manufacturers equip their cars and chargerswith connectors that are not universally compatible.Government-mandated standards

67、for charge point plug interoperability are key to buildingowner confidence.Exhibit 3 shows some current charging specifications across regions and brands,mapped to different charging speeds.Such variations cause some anxiety for potential EV owners,so steps to improve in-country or in-region interop

68、erability would go along way to overcoming such concerns.Exhibit 3:Charging specifications across regionsSPEEDLEVELCURRENTREGIONSlow 3-5 kW Fast 7-25 kW Rapid 50 kWLevel 1 1-3 kWLevel 2 8-25 kWACJapanChinaUSA/CanadaEuropeTeslaType 1 J1772GB/TType 1 J1772Type 2 MennekesLevel 3 50-350 kWLevel 4 1000 k

69、WDCCHAdeMOGB/TCCS 1CCS2Note:All CHAdeMO are naturally DC chargers,they require an additional J1772 connector to achieve Level 1 or 2 charging;Currently,the only company to manufacture Level 4 chargers is Tesla;Teslas sold in China have dual charging ports to comply with mandatory charging standards.

70、Source:Marsh McLennan Advantage9The UK has a holistic guidance regulation12 that sets device-level requirements that must be met for all smart charge points for sale in the country.It regulates the data transfer of chargers,enforces electricity supplier interoperability,establishes safety provisions

71、 and cybersecurity standards,and requires a measuring system that is visible to the owner.These regulations enable a minimum level ofaccess,transparency,and security for users.Rolling out national payment platforms will give EV drivers open and easy access to all charging stations,while also serving

72、 as a source of data to better understand the user habits and needs from EV charging infrastructure.Norways EV Association gives users access to charging units all across Europe through a single charging chip13 that allows drivers to charge at more than 275,000 charging points,after which they recei

73、ve a single bill to be paid through the Ladeklubben mobile application.Governments should also focus on alleviating customer concerns about pricing in a user-friendly way.The NetherlandsCharging Without Any Surprisesprogram14 sets service and price transparency benchmarks,and defines clear complaint

74、s and reporting processes,as well as havingstrong compliance and monitoring standards.Cybersecurity is critical to EV charging infrastructure,where such incidents can result in risks to user safety,commercial loss for charging hubs,and compromises to various types of data including customer and paym

75、ent systems as well as vehicle data such as telematics.Governments must be proactive in specifying common standards and best practices for the security of devices used in the charging control systems.The Netherlands has set basic requirements for cybersecurity15 with respect to communication protoco

76、ls,like the Open Charge Point Protocol(OCPP)and Open Charge Point Interface(OCPI)as well as the safety of charging through proof of identification.Other requirements have been made for charging infrastructure regarding future-proofing design,cryptographic algorithms and protocols,system-hardening me

77、asures,and enhancing resilience.1.2 Sub-challenge:Limitations on localauthority capabilityWhats the challenge?Local authorities are often underfunded and overstretched,limiting their skills and understanding of the most efficient and effective strategies and processes to deploy a charger rollout acr

78、oss their jurisdictions,affecting the cost,timeline,and ease of planning,installing,and maintaining charge points.This is often due to a mismatch in the technical and planning skills of the workforce,delays in approvals,and trouble getting access to the grid,amongst other roadblocks.Recommended acti

79、onsEnhance municipal authority capabilities toensure efficient local rolloutsCreating resources and platforms for charge point installers to easily understand the procedures,authorities,costs,and associated timelines will address confusion in the market over the processesinvolved in charge point dep

80、loyment.National governments must ensure that local authorities are well supported in developing a localized EV charging roadmap that is aligned with national ambitions.Failure to do so will result in critical bottlenecks,which could ultimately slow adoption of EVs.Although some municipal authoritie

81、s have been early leaders in incentivizing,managing,and delivering EV charging in their jurisdiction,many others are playing catch-up.This can be seen in the UK where,until recently,only 28%of local authorities had published rollout strategies despite the national government having set national EV c

82、harging targets in 2020.In response,the UK government announced in early 2022 a new fund16 that would both provide funding for infrastructure provision to local authorities and set aside 10%of funding to focus solely on upskilling the authorities themselves.This includes a dedicated effort towards a

83、ssisting 10departments that are responsible for planning and delivering charging infrastructure.Further support will follow in the form of a knowledge hub for local authorities that will contain guidance and toolkits to support community engagement,procurement,andstakeholder management.In Australia,

84、the New South Wales government has invested$131 million in developing its charging network through its Electric Vehicle Strategy.17 The strategy prioritizes empowering local councils to nurture pilot schemes of roadside charging infrastructure.The outcome of these pilots will be used to inform the f

85、uture development of EV parking-and-charging guidelines for local councils in the state.To give the workforce the skills and resources to underpin this rollout,$318 million is being invested in skills partnerships with the Commonwealth and itsJobTrainer program to create future-focused careers in th

86、e transport sector.A capable and supported local authority will be able to ease local EV charging hassles in many areas,including streamlining permitting processes,updatingbuilding codes to include EV-charging requirements,and designating standards for technical matters such as data collection and u

87、se.It is,of course,incumbent on CPOs to ensure they are fully aware of local regulations and to work with authorities,where appropriate,to refine and improve processes over time.Combining leadership at the national level whilst also arming local authorities with the capabilities to plan and execute

88、municipal charging infrastructure deployment will speed up the development of a robust and accessible charging network.11#2:Uncertain commercial and risk dynamicsAs the EV charging industry evolves and matures,it is essential that stakeholders find ways to speed up investment in the face of short-te

89、rm challenges in achieving financial returns.Governments must continue targeted incentivization;CPOs need to innovate with their business models;and insurers need toengage with CPOs to further their understanding of key risks.122.1 Sub-challenge:Charge point operators struggle with return on investm

90、entWhats the challenge?High upfront costs and low levels of utilization are twokey reasons why many CPOs arestruggling to make a profit.The International Council on Clean Transportation(ICCT)estimated that,in 2020,the US had an average charger utilization rate of a mere 1.8 hours per day.18 Real-wor

91、ld data19 from 2021 has shown usage intensity of charging stations in Germany to be between 15%-20%.These are just some reasons why many traditional sources of private investment in infrastructure have been hesitant to commit to the sector to date.As a result,governmentshave had to intervene and inc

92、entivize private participation through subsidies and grants.Recommended actionsGovernment incentives for private operators must match incentive type,size,andconditions to specific market needsWhile installation costs remain high and many charging points have low utilization levels,governments must c

93、ontinue to incentivize private participation in national charging infrastructure rollouts.However,interventions should be targeted to provide the greatest incentive to deliver charging points that otherwise wouldnt happen,such as rural or socioeconomically disadvantaged areas,and sites requiring exp

94、ensive grid upgrades or high-powered chargers for freight vehicles.Where technologies and demand are proven,and CPO competition is high,governments can consider scaling back or removing incentives so an ongoing review of measures is essential.Examples of government incentives that focus on specific

95、market needs are shown in Exhibit 4.Exhibit 4:Examples of tailored government incentives to support specific EV charging objectivesTARGETINITIATIVESUMMARYEncourage fast chargingInfrastructure Subsidies,Austria(2022)20Subsidies for EV infrastructure are granted based on charging speed.To encourage fl

96、eet charging,companies and public entities will receive a highest amount of maximum of 30,000 for the purchase and installation of DC-charging stations designed to accommodate heavy goods,with power greater or equal to 100kW.Low Emission Transport Fund,NZ(2022)21A co-funding initiative that targets

97、the demonstration of vehicles and technology or the adoption of public infrastructure.It includes an explicit focus on hyper power and destination chargers and public charging hubs.Increase rural accessUSDA Rural Development for EVInfrastructure,US(2017-2022)22As an array of programs,the US Departme

98、nt of Agriculture(USDA)has integrated eligibility mechanisms targeting EV infrastructure within existing finance and funding programs related to electric infrastructure,community facilities building,and other infrastructure loans and projects that promote funding for EV chargers in rural areas.Mitig

99、ate utilization risksEV charging initiative(CHRI),Canada(2022)23In this$500 million financing initiative,the Canada Infrastructure Bank(CIB)shares utilization risk by aligning loan repayment with utilization levels.In compensation for sharing the risk,the CIB benefits from upside participation throu

100、gh increased interest rates when utilization levels exceed expectations.Land lease through revenue sharing,India(2022)24To address land access and utilization risk,public land is being made available for the installation of public charging stations,on a revenue-sharing basis instead of fixed rental

101、costs,at a stable rate of 1/kWh of electricity used for charging to be paid to the landowner.Overcome prohibitively high costsRapid Charging Fund,UK(2020)25A 500 million commitment to EV charging infrastructure,the fund aims to roll out fast charging across motorways and major roads.Funds can be use

102、d to partially cover the prohibitively high costs of upgrading grid connections necessary for high-powered access.Tariff reductions(TURPE)reduction,France(2020)26France has introduced a tariff reduction where up to 75%of grid connection costs may be assumed by the grid operator to lower costs of con

103、necting to the grid.Source:Marsh McLennan Advantage analysis13CPOs should explore new opportunities to gainmaximum competitive advantageCPOs must target actions that set them on a path to profitability.There is no one-size-fits-all solution,so CPOs must determine a strategy that best complements the

104、ir existing positioning.Emphasis should be placed on anticipating how their customers needs will develop,as well as reacting to shifts in the competitive landscape.In laying out a path to profitability,CPOs must consider three avenues in particular.1.Bundling of services to offer a more rounded cust

105、omer propositionOne potential path to CPO profitability in the medium term may be found via developing or acquiring solutions that allow the firm to move up or down the EV-charging value chain.Research has shown that the US EV charge point installation needs will require 22,720 job-years27(ideal amo

106、unt of work done by one person in one working day)nationwide,from 2021 to 2030,where contractors,including electricians and utility-line workers,make up 65%of these needs.Itis no surprise to see CPOs look to proactively secure workforce capacity.In August 2022,Wallbox acquired COIL28,a charging-inst

107、allation firm which allowed the CPO to both secure vital workforce headcount and skills,as well as offer clients a one-stop solution.Another example can be seen in the case of ChargePoints acquisitions of hastobe29 and ViriCiti.30 Through its purchase of hastobe,ChargePoint gained easy compatibility

108、 with Europes existing charging platforms,systems,and hardware.The ViriCiti deal on the other hand helped with their fleet offerings,including route planning,battery monitoring,charge-point monitoring,and vehicle maintenance.Fleetofferings factored into Fords 2021 acquisition ofElectriphi31,a provid

109、er of charging management and fleet monitoring software.Fordstated the reason for the purchase was to deliver a single-source solution for commercial fleet depot-charging customers.2.Leverage synergies with owner/investor portfolio businessesGiven the fast-moving competitive landscape,CPOsshould ens

110、ure they can identify and maximize potential synergies with owners and investors.For firms like BP and Shell,this may involve using the footprint of their existing portfolio of petrol stations to provide a faster route to rolling out charging solutions at those same sites.One CPO,Connected Kerb,acte

111、d to tie new investment32 in their own business with access to the investors other assets.In September 2022,Aviva Investors committed 110 million to the CPO,but also gave access to its pan-European real estate portfolio for charging points to be installed.Another example is Voltera33,a newly launche

112、d turnkey charging operator focused on fleets.A spinoff from the data center company EdgeConneX,which is owned by EQT Infrastructure,Voltera will benefit from EdgeConneXs experience in delivering data centers that face similar challenges of site identification,land acquisition,permitting,and high-po

113、wer grid access.143.Strategic de-risking of key risksIdentifying and mitigating strategic risks is another route to competitive advantage.CPOs must develop an understanding of the risks their specific business models face and then consider potential actions to address them.Ionity34 is an example of

114、an alliance of original equipment manufacturers(OEMs)working together to create their own charging network in Europe.By creating the single-brand alliance,the constituent firms were able to help alleviate customers range anxiety because they were delivering charge points that were all built to a com

115、mon standard.In November 2021,BlackRock became a shareholder in Ionity with investment that isexpected to see the alliance operate over 7,000 charge points by 2025(from over 1,900 in November 2022).Similarly,in 2021 Wallbox acquired ARES Technology35 to pursue vertical integration to shore up the su

116、pply of key components(printed circuit boards)in a time of ongoing supply chain uncertainty chain(see Exhibit 5 for examples of how Wallbox has changeditscompetitive positioning since 2020).Exhibit 5:Highlights from the competitive strategy of charge point manufacturer Wallbox30 April 2020Wallbox ac

117、quires Intelligent Solutions,a Nordic turnkey solutions distributor AcquisitionMarch 2022Expanding customer base by offering their chargers,smart power meters,and pedestals to customers of private electrical wholesale distributor,City Electric Supply online and in over 535 stores across the USAugust

118、 2022Wallbox buys ARES Electronics,its supplier of printed circuit boards to ensure a consistent supplyWallbox buys COIL a US-focused EV charging installation firmSeptember 2020Acquisition of Electromaps,a CPO that gives them access to both a CPO network and a software platform that helps customers

119、find charge points and payJuly 2021Team-up with SunPower to provide their charger customers with the option to add solar or energy storage to their homesAllyship with Otova,a Norwegian company,to offer their customers Wallbox smart chargers alongside their home solar power systems September 2021Wall

120、box unveils Sirius,an energy management solution that uses bidirectional chargers to maximize energy use in commercial buildingsJuly 2022Partnership with Svea Solar,Swedens largest solar energy company,to offer residential customers Wallbox products alongside their solar offerings 202020212022Partne

121、rshipProduct developmentSource:Wallbox,Marsh McLennan Advantage analysis152.2 Sub-challenge:Relative immaturity of the EV-charging insurance marketWhats the challenge?CPOs have found that securing insurance coverage for their operations can be a slow and complicated process,with a severely limited s

122、et of options to choose from.This stems from insurers lacking sufficient operational data to assess,combined with the initial sense that EV-charging technologies and use cases bring unknownor misunderstood risks.Recommended actionsThe insurance market must engage with EV-charging stakeholders to bet

123、ter understand business models and true risksIn some markets,insurers have been slow to offer EV-specific products,citing a lack of understanding ofthe technologies and uncertainties linked to evolving government legislation and regulations.Insurers should become more proactive in engaging with CPOs

124、,public authorities,EV manufacturers and brokers to develop a better understanding of the true risk profile of charging operations.These discussions will give insurers a detailed grasp of the required coverage across EV-charging stations,street charging,home/office solution,and depots,given their di

125、fferent EV technologies and use cases.One way to build comfort with EV coverages is for insurers to identify existing coverage proxies from other assets or businesses that have similar risk profiles.Examples of this include viewing street lighting as a proxy for street charging or petrol stations as

126、 a proxy for EV equivalents.Risk profiles willnever be identical,however.One key differenceisthe extended and often unmanned period that EVcharging takes versus traditional vehicle refueling,which creates additional third-party liabilities that need to be considered and priced correctly.Such risks c

127、ould include slips,trips,and falls from passers-by over charging cables and damages presented by thermal events involving consumer vehicles.Given increasing EV demand and government supportfor EV charging around the world,CPOs are growing quickly thanks to more-efficient installation of charge point

128、s.To allow CPOs to move fast enough,insurance coverage needs to apply for all installations,and it isnt practical for CPOs to update insurers on progress on a real-time basis.To combat this,one UK-based insurer agreed to cover a CPOs operations following the payment of an upfront premium,followed by

129、 receiving a quarterly declaration fromtheCPO aboutchargers in operation.Regular engagement with CPOs will also allow insurers to educate CPOs on the risks driving premium costs and to discuss ways to mitigate them.One example may involve the risk of lithium-ion battery fires.EV-charging station ope

130、rators could be encouraged to provide a way to mitigate the exposures presented by a burning vehicle at a charging point.Apart from risk understanding and modelling,the investment arm of large insurers should further explore investments into EV-charging infrastructure as a positive contribution to t

131、heir asset-management strategies helping them to relocate exposures and meet decarbonization targets.One example of this in action is the recent 110 million Aviva Investors backing for CPO Connected Kerb,asmentioned earlierin this report.16#3:Grid Management IssuesConcerns about electricity grid rel

132、iability and capacity have slowed private investment in EV-charging infrastructure.In the short term,it is important to use strategies to minimize EV chargings strain on the grid;and,in the medium term,needed new investment in net-zero friendly power generation can be moderated by utilizing EV batte

133、ries to store energy temporarily and feeding it back into the grid when needed.173.1 Sub-challenge:EV charging places an increasing strain on the gridWhats the challenge?The growing number of EVs in circulation means that demand on the electricity grid is rising.Levels of spare capacity in an electr

134、icity grid vary by location but,in all cases,peak-hour demand is when the strain is greatest.EV charging leads to strain on the grid in two ways.The first is during peak hours(usually late afternoon to mid-evening)when users return from work and charge their car.The second is due to the installation

135、 of fast chargers,which require significant supporting investment to ensure that the local grid can remain functioning and resilient.The impact of extreme weather events on overall energy demand and efficiency of supply may even increase this strainin the future.Recommended actionsUse smart charging

136、 to shift EV-charging demand from peak hoursBroad sets of stakeholders must work collaboratively to scale the uptake of smart-charging solutions.Smart charging refers to technology that allows one-directional charging of EVs to start and stop in response to factors linked to electricity supply and c

137、ost at a given point in time.Various research projectsestimate that the adoption of basic smart charging technology could reduce EV-led increases in peak-period electricity demand by 14%-40%,depending on the time of day,the total number of EVson the roads,and the technologies involved.In its simples

138、t form,EV owners can receive prompts from the grid operator when to charge their vehicles so that they benefit from non-peak tariffs and/or align with on-site renewable energy generation via solar panels or on-site battery storage.However,a range of practical,technical,and regulatory factors means t

139、hat smart charging is currently not ubiquitous.Governments should take the lead in providing an environment for smart charging.Recent UK government legislation36 ensuresthat all charge points will have smart functionality,with particular standards defined thatcover points including default settings

140、to charge at non-peak times,technical communication protocols,cyber-risk protection,user safety,and electricity supplier interoperability.Governments can also lead collaboration efforts among stakeholders to widen smart charging uptake.One public-led program37 in the UK has brought together stakehol

141、ders from the public and private sector,including CPOs,energy providers,and research bodies,to deliver on-street,public,smart-charging solutions in the countryfor thefirst time.Owners of multi-residence or commercial buildings may find the adoption of smart charging to be essential.Combining smart c

142、harging with smart-building management software can allow site managers to ensure that site-level electrical load limits are not breached when multiple EVs are connected simultaneously.Finally,authorities should ensure that smart charging is available without the need for expensive investment.In Aug

143、ust 2022,the California Public Utilities Commission approved the use of statewide sub-metering38 to allow an EVs energy consumption to be measured independently of an electricity meters broader consumption.This lets EV owners access reduced tariffs targeted solely for EV energy consumption without h

144、aving to go through the expense of installing an EV-specific meter.18Exhibit 6:Benefits of smart charging225Household savings annually in the UK by using smart charging technologies to optimize electricityuse in EV charging3959%Power peak reduction of total EV load in commercial buildings through sm

145、art charging,compared to unmanaged charging40$120-690 millionSpending to be avoided in California grid operatingcosts annually(up to 10%of total costs)4150%Potential reduction in investment required to update the distribution network necessary in anambitious EV uptake scenario in Germany4285%Reducti

146、on of carbon dioxide emissions from electricity generated for EVs in a fully managedcharging scenario4340%Reduction in renewable energy curtailment,relative to unmanaged EV charging44Explore charging hardware that minimizes grid strainCPOs should invest in fast-chargingsolutions that can be used eit

147、her off-gridorvia existing low-voltage grid connections.Thisensures these services can be made available faster and cheaper than alternatives that require costly andtime-consuming grid enhancements.Pilot projects around the world are driving significantinnovation in this space.In Europe,oneexample i

148、s E.ON and VWs solution,Drive Booster,which can be installed without civil worksand uses a normal power connection to charge two vehicles simultaneously at a rate of up to 150kW.45 Alterative solutions include those by L-Charge46,whichoffer mobile charging andfixed,off-gridcharging that is powered b

149、y an LNG-or hydrogen-powered generator.Similarly,battery energy storage systems(BESS)can be co-located47 with charging points to offer more flexibility.In New York City,Centrica and Con Edison are working together to deliver BESS-powered fast charging.Centrica will charge the batteries overnightto t

150、ake advantage of lower tariffs.Charging points that can be co-located with solar energy generation should also be prioritized,though such solutions may not qualify as fast charging.Oneoffering by Paired Power48 delivers Level 2 charging to consumers and can be installed by just two workers in less t

151、han a day.An innovation by US-based Rivian49 makes use of both BESS and on-site solar power through their off-road DC fast chargers atstate and national parks and beaches.These publicly assessable chargers make use of BESS that charge using on-site photovoltaics during off-peak hours,storing thepowe

152、r for peak charging times.193.2 Sub-challenge:The lack of clarity over V2X roadblocks,costs,and benefits inhibits investmentWhats the challenge?Vehicle-to-everything,or V2X,is an overarching term referring to the bi-directional transfer of energy from the battery of an EV to other energy-consuming d

153、estinations,including the grid(V2G),homes(V2H),and buildings(V2B).It means that energy that is generated during one part of the day can be stored with an EV battery and then discharged back to a building or the wider grid when it is needed at a later point.V2X technology has the potential to deliver

154、 wide-ranging benefits that could provide savings to vehicleowners while making the grid greener andmore reliable.If V2X adoption issues were resolved,broader EV adoption would likely rise at a faster rate,and investment from the private sector in V2X-enabled charging would follow swiftly.However,a

155、lack of public policy setting,the want of national standards,and uneven stakeholder education has slowed V2X progress in many countries and occasionally allowed some unfounded concerns tomanifest among key stakeholders.Exhibit 7 showcases a theoretical V2X market in action,highlighting the key stake

156、holders that need to work together to deliver a scaled V2X environment,along with the routes of energy transferbetween destinations.Exhibit 7:An overview of V2X and its benefitsEnergy generationGridV2X-enabled chargerVehicle(or fleet)Building(Home/Office/Other)V2XBENEFITS OF V2XTo the grid operatorT

157、o the vehicle ownerTo the EV manufacturerA more stable,resilient grid with reduced CAPEX needs to support higher capacity.Financial rewards gained through participation in V2X charging and peace of mind in knowing that EV battery can support home/office energy needs in event of power outage.Offering

158、 this to customers can be seen as a value added service,which comes at a premium price point.Source:Marsh McLennan Advantage20Recommended actionsEstablish national V2X policies to guide investment and adoptionNational and local governments need to lead the development of a framework for the adoption

159、 of V2X technologies that fits the needs of its cities anddistricts.By being proactive and providing clarity on ambitions,standards,and expected timelines,government bodies can bring together key industry stakeholders,such as researchers,hardware manufacturers,EV manufacturers,and gridoperators,to b

160、reak down siloes through education and partnerships.National-level responsibilities would include the development of technical standards and the identification other policy documentation to align withV2G ambitions.National authorities should alsobe driving proof-of-concept trials to show the efficac

161、y of V2G for all stakeholders involved.A trial ledby Kaluza,a software company owned by UK energy provider Ovo,was supported by funding fromthe Office for Zero Emission Vehicles(OZEV)andthe Department for Business Energy and Industrial Strategy to demonstrate the benefits of V2Gfor the grid operator

162、s and customers(seeExhibit 8).Exhibit 8:Selected benefits of V2G pilot in the UK3.5 billion saved annuallyin terms of grid infrastructure reinforcement725 a year earnedby customers who merely needtokeep their cars pluggedinwhen not in use16 GW of daily flexible capacityachieved with almost 11 millio

163、n EVs on the UKs roads,if half of themwere V2G enabledSource:Ofgem51Local government responsibilities would center on creating an enabling environment for V2G services in their jurisdiction and rely on authorities engaging with the right local stakeholders to discuss and then enact fit-for-purpose g

164、uidelines,pilots,and rate structures that would apply to V2X services locally.Driven by the ambition to capture any excess energy production from renewable sources during thedaytime,the Netherlands city of Utrecht is becoming a leader in promoting V2X adoption.Local authorities began by including in

165、centives for CPOs to install bi-directional charging as part of their rollouts.While the city is trying to transition to a model of increasingly shared-ownership vehicles,V2X can still play a role in reducing strain on the grid.One recent pilot project50 offers residents in the district of Cartesius

166、 the chance to sign up for an EV-leasing service that allows them access to a car for a certain number of days in the month.The leasing service has partnered with the developer of new-build housing to create parking spaces for the vehicles,withaccompanying bi-directional charging points.When the veh

167、icles are connected,they help with reducing peak-hour demand on the grid,and the revenue that the service makes from this connection goes partly to ensuring that the subscription fees residents pay for the vehicles are sustainable.21Focus on selecting the right V2X pilot projectsSelecting the right

168、scope and partners for pilot projects will help demonstrate technical and economic viability,as well as building stakeholder trust.In the near term,V2X pilot projects should focuson EV fleets.The ratio of decision-makers(thatneed to be convinced)to EVs in a pilot is reducedby focusing on vehicle fle

169、ets,where the predictability of driving patterns is greater than it is for individual vehicles.The greater volume of potential connected vehicles also means better potential returns for owners,which can help overcome concerns about investment in upgrading EV meters and charge points to support V2X f

170、unctionality.Helpfully,the main benefits to fleet owners of financial benefits and backup powerprovision also apply to homeowners with V2X-enabledEVs,so some lessons will carry over.In the UK,publicly funded research52 has estimated that annual fleet V2G charging benefits could range between 700-1,2

171、50 per vehicle.This may explain why,in the UK,EDF and Nissan have partnered on thecountrys first V2G program that hasnt received public funding.The program aims to convince vehicle fleet owners across the country to adopt of Nissans V2G compatible models.In May 2022,the California Public Utilities C

172、ommission approved53 funding for multiple pilot projects that will be delivered by Pacific Gas&Electric Co(PG&E).One of the pilot projects will specifically target medium and heavy-duty vehicle fleets,while another will focus on using a mix of EV types to respond to public safety power shutoffs rela

173、ted to wildfires in the state.Climate change-related risks pose an important follow-up question for EV charging and V2X solutions.Internet connectivity is an essential component of payment systems and real-time demand management in V2X solutions.If a climate event was to sever a wired internet conne

174、ction,then the CPO must ensure that wireless connectivity is in place as a backup.While 4G solutions are fully capable of handling charging payments,there is an argument for investment in 5G services to best enable the range of the Internet-of-Things(IoT)technologies that help deliver V2X connectivi

175、ty tailored to drivers needs in real-time.This benefit is multiplied when dealing with fleets of EVs,where faster speeds mean reduced latency and true real-time response to grid demand which ensures the greatest return on investment.22Concluding thoughtsThe past decade has seen more investment and i

176、nnovation in electric vehicles than since the first prototype was invented 190 years ago.With so many government targets focused on scaling up adoption by 2030,this trend is likely to grow during the rest of the decade.The journey to widespread adoption of electric cars is well underway,but the spee

177、d of implementation is tied to how fast charging infrastructure can be rolled out.Improving charging speeds is essential,especially if electrification is to become more widespread in vans,trucks,buses,and construction vehicles.Truesuccess for the industry will not come solely from ensuring there is

178、enough charging infrastructure to support broader EV adoption;instead,it must be combinedwith investment in the greening of electricity generation.23AcknowledgementsAuthorsBlair ChalmersManaging Director,Marsh McLennan AIman RedaResearch Analyst,Marsh McLennan AContributorsOur thanks go to the follo

179、wing individuals at Marsh McLennanMarsh:Martin Bennett,David Carlson,Carl Gurney,Kasia Lipinska,Greg Masterson,Sam TiltmanMercer:Max Messervy,Mike PonicallOliver Wyman:Michael Crestanello,Leo Li,Andreas Nienhaus,Nicholas TonkesMarsh McLennan:Ben Hoster,Swati Khurana,Richard Smith-Bingham,James Suthe

180、rland,Ralph ThannheiserDesign led by Tezel Lim,Art Director24Endnotes1 Fisher,R.(2022,August 16).Car-Charging Investment Soars,Driven by EV Growth and Government Funds.Bloomberg.2 Bieker,G.(2021).A Global Comparison Of The Life-Cycle Greenhouse Gas Emissions Of Combustion Engine And Electric Passeng

181、er Cars.3 Analysis by Oliver Wyman4 Trends in charging infrastructure Global EV Outlook 2022 Analysis.(2022).IEA.5 Electric Vehicle Consumer Survey Report.(2022,March).Pluginamerica.org.6 Electric Car Buyers Worldwide Purchase to Protect the Planet.(2022,August 3).7 Cara.(2022,June 22).Electric cars

182、:Half of all chargers in EU concentrated in just two countries.ACEA European Automobile Manufacturers Association.8 Global EV Outlook 2022 Data product.(2022,May).IEA.9 Charging your car:Easy,smart and everywhere,The National Charging Infrastructure Agenda:Gearing up for electric driving.The Nationa

183、l Charging Infrastructure Agenda.(2020).10 Policy Update:Chinas New Energy Vehicle Industrial Development Plan for 2021 to 2035.(2021)International Council on Clean Transportation.11 Joint Office vision:A future where everyone can ride and drive electric.(2022).Joint Office of Energy and Transportat

184、ion.Retrieved November 21,2022.12 Regulations:Electric vehicle smart charge points.(2022).GOV.UK.Retrieved November 21,2022.13 Medlemsfordel:Ladeklubben.(2022).Norsk Elbilforening.Retrieved November 21,2022.14 Charging without any surprises Customer journey.The Netherlands Knowledge Platform for Cha

185、rging Infrastructure.(n.d.).Retrieved November 21,2022.15 Cybersecurity.(n.d.).ElaadNL.Retrieved November 21,2022.16 Hoult,P.(2022,May 6).The role of local government and the UK EV Infrastructure Strategy.Local Government Lawyer.Retrieved November 21,2022.17 Electric Vehicle Strategy.(2021).NSW Clim

186、ate and Energy Action.18 Bauer,G.,Hsu,C.-W.,Nicholas,M.,&Lutsey,N.(2021).Charging Up America:Assessing The Growing Need For US Charging Infrastructure Through 2030.International Council on Clean Transport.19 Hecht,C.,Dirk,U.,Sauer,Das,S.,&Bussar,C.(2020).Representative empirical,real-world charging

187、station usage characteristics and data in Germany.Retrieved November 21,2022.20 Sonar,P.T.R.(2022,April 15).Austrian government announces funding campaign for EV charging infrastructure|Power Technology Research.Retrieved November 21,2022.21 Low Emission Transport Fund.(n.d.).EECA.Retrieved November

188、 21,2022.22 Leading the Charge:How USDA Rural Development Supports Electric Vehicle Infrastructure.(n.d.).Retrieved November 21,2022.23 CIB Launches$500 Million Charging and Hydrogen Refuelling Infrastructure Initiative|Canada Infrastructure Bank an impact investor accelerating new infrastructure by

189、 engaging private and institutional investors and project developers.Cib-Bic.ca.Retrieved November 21,2022.24 Charging Infrastructure for Electric Vehicles(EV)the revised consolidation Guidelines&Standards-reg,No.12/2/2018-EV(Comp No.244347)(2022).25 Government vision for the rapid chargepoint netwo

190、rk in England.GOV.UK.(2022,May 14).26 The future of E-charging infrastructure:France.(2020,May 6).WFW.27 Tutt,E.,Carr,E.,James,J.,Winebrake,&Samuel,G.(2021).Expertise for a Shared Future Workforce Projections to Support Battery Electric Vehicle Charging Infrastructure Installation.28 Newsroom Wallbo

191、x Acquires EV Charging Installation Services Company,COIL.(2022).W.Retrieved November 21,2022.29 Korosec,K.(2021,July 20).ChargePoint to buy European charging software startup for$295M.TechCrunch.30 PYMNTS.(2021,August 11).ChargePoint Buys Public Transit Fleet Management Co For$88M.31 Runyon,J.(2021

192、,June 28).Ford acquires EV charging management startup Electriphi.Smart Energy International.32 Connected Kerb secures up to 110 million from Aviva Investors to deliver“game-changing”on-street EV charging revolution.(2022,September 26).Retrieved November 21,2022.33 EdgeConneX Continues Legacy of Inn

193、ovation;Launches Voltera,Which Plans to Provide Charging Facilities for Companies Operating Electric Vehicles.(2022,August 9).EdgeConneX.Retrieved November 21,2022.34 IONITY EU.(2020).Ionity.eu.35 Flaherty,N.(2022,August 19).EV charger maker Wallbox buys its PCB supplier.EENewsEurope.2536 Complying

194、with the Electric Vehicles(Smart Charge Points)Regulations 2021:Guidance for sellers of electric vehicle charge points in Great Britain Guidance.(2022).37 Agile Streets launches in Shropshire and Hackney.(2021,December 20).Retrieved November 21,2022.38 CPUC Decision Makes California First State in t

195、he Nation To Allow Submetering of Electric Vehicles.(2022,August 4).www.cpuc.ca.gov.Retrieved November 21,2022.39 Burger,J.,Hildermeier,J.,Jahn,A.,&Rosenow,J.(2022,April 26).The time is now:Smart charging of electric vehicles.Retrieved November 21,2022.40 Somers,W.,Khan,W.,Bont,K.de,&Zeiler,W.(2022)

196、.Individual EV load profiling and smart charging to flatten total electrical demand.CLIMA 2022 Conference.41 Szinai,J.K.,Sheppard,C.J.R.,Abhyankar,N.,&Gopal,A.R.(2020).Reduced grid operating costs and renewable energy curtailment with electric vehicle charge management.Energy Policy,136,111051.42 Ve

197、rkehrswende,A.,Maier,U.,Energiewende,A.,Peter,F.,&Hildermeier,J.(2019).Distribution grid planning for a successful energy transition-focus on electromobility Conclusions of a study commissioned by Agora Verkehrswende,Agora Energiewende and Regulatory Assistance Project(RAP).43 Zhang,J.,Jorgenson,J.,

198、Markel,T.,&Walkowicz,K.(2019).Value to the Grid From Managed Charging Based on Californias High Renewables Study.IEEE Transactions on Power Systems,34(2),831-840.44 Szinai,J.K.,Sheppard,C.J.R.,Abhyankar,N.,&Gopal,A.R.(2020).Reduced grid operating costs and renewable energy curtailment with electric

199、vehicle charge management.Energy Policy,136,111051.45 Ramey,J.(2021,September 23).This EV Charger Doesnt Need a New Grid Connection or Digging to Install.Autoweek.46 L-Charge|Car charging companies|EV electric vehicle charging.L-Charge.Retrieved November 21,2022.47 StackPath.(2021,June 23).Retrieved

200、 November 21,2022.48 Paired Power Unveils New Solar Canopy for Fast,Modular EV Charging Without the Delay of Grid Interconnection.(2022,September 13).W.49 Charging Rivian.R.50 Doll,S.(2022,April 22).Hyundai and We Drive Solar deploy IONIQ 5s with V2G tech in the Netherlands to create the“worlds firs

201、t bi-directional city”.Electrek.51 Case study(UK):Electric vehicle-to-grid(V2G)charging.(2021,July 6).Ofgem.52 Nissan,E.ON Drive and Imperial College highlight the carbon saving and economic benefits of Vehicle-to-Grid technology.(2021,January 7).Official Great Britain Newsroom.53 California approve

202、s$11.7M vehicle-to-grid pilots in PG&E footprint.(2022,April 1).Utility Dive.Retrieved November 21,2022.54 Electric vehicles from life cycle and circular economy perspectives TERM 2018:Transport and Environment Reporting Mechanism(TERM)report.(2018.).55 Electric vehicles from life cycle and circular

203、 economy perspectives TERM 2018:Transport and Environment Reporting Mechanism(TERM)report.(2018.).Marsh McLennan(NYSE:MMC)is the worlds leading professional services firm in the areas of risk,strategy and people.The Companys 78,000 colleagues advise clients in 130 countries.With annual revenue over$

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