Comparativo de la tasa de deserción municipal con la

Here private and commercial customers own the vehicle and pay for rapid charging at a hub similar to a traditional re-fuelling station. There are retail opportunities available during the 10-20 minute wait necessary for recharge on a rapid charger. The retail concessions somewhat offset the cost of the infrastructure. The presence of several rapid charge points in a single location would lead to a large load on a small geography and would likely require distribution grid upgrades. There is little foreseen potential for vehicle to grid or electricity market services such as demand response, because the duration of charge will be of primary concern. Whilst this business model would be a significant innovation in the urban landscape it does not enable multiple smart city options due to its high one directional power requirements.

Figure 13: Rapid Charge Hubs DNO UTILITY OWNED GENERATION EV MAKER

RAPID CHARGE

HUBS PROVIDER

Energy Payments Services Cars (EV) Balancing

Implications

Focus group participants and interviewees consistently referred to the rapid charge archetype as a convenience based archetype for users, particularly in terms of “certainty of charge and reduced location anxiety” i.e. being able to find a charge station. It was considered “great for the user = availability and visibility” but it was felt there would be potential for confusion if the charger had to step down power at peak demand times, such that smarter charging may be ruled out in favour of charge speed. Participants and interviewees cited the “opportunity for additional [mainly retail] services while charging. Retail e.g. supermarkets can benefit. New role for convenience stores?” Though most saw home charging as remaining dominant, rapid charge stations may act as supporting or top up if needed. Of importance to city managers was the ability of this archetype to enable those without off street charging to participate in the EV market.

Regulation and Governance

Given that the electricity tariff end of this archetype would be a commercial to commercial relationship, with consumers paying for charge ‘at the pump’, the energy market regulation implications were felt to be low. There is also precedent for this in the Ecotricity rapid charge network currently operating in most motorway service stations in England. The main regulatory concern was the sharing of the cost of the DNO connection which may be prohibitive.

Technologies

On the network capacity issue the main technological need identified by both focus group participants and interviewees was the need for active management systems. Though users may not accept long interruptions they may accept shorter ones of less than 1 minute to manage the high peak of circa 10 EVs starting a rapid charge at once. One DNO representative suggested this could substantially reduce the re-enforcement need as the worst case scenario would be greatly reduced. In this archetype there was broad consensus in the focus groups that a hardwired DNO response would be required to prevent overload. However, having to deal with a network of rapid charge station in tens or low hundreds would be less complex than doing so household by household. There was significant discussion about the possibility to link solar generation with rapid charge hubs and also allow battery storage to ameliorate network stress and provide ancillary services. This was a gap in the investigated archetypes and is considered below under ‘hybrid’ approaches.

Energy and Transport Systems

The main message back from both focus groups and interviewees was that though the rapid charge station archetype would be a significant innovation in the city infrastructures, it would not enable a high degree of smarter services or fulfil business model innovation needs in the energy system. This is because the main value proposition to

the customer is as rapid a charge as possible. Interrupting or even reversing this charge while customers wait is likely to be unacceptable. Where urban air quality may benefit from inner

city drivers switching to EVs, safe in the knowledge a rapid charge station is available, the energy system may lose out on the potential for better balancing and smarter services.

Table 11: Rapid Charge Hubs business model innovation needs analysis: +++ strong positive ++ moderate positive, + weak positive, -/+ no effect, - weak negative, -- moderate negative, --- strong negative

Business model innovation Need Need fulfilment Comments

Coherent and accessible charge network +++ Highly visible, rapid charging, on a relatively familiar ‘filling station model’ would give more certainty to buyers. Also the captive retail demand of charging customers provides new revenue opportunities.

New routes to market/use models -/+ No effect

Clarity on energy infrastructure capabilities -/+ This model has the potential to both encourage the development of larger battery, faster charge vehicles, and simultaneously further stress energy networks, ultimate impact is unclear for this need.

Better optimisation of intermittent generation and

EV Charging -- Consumers likely to charge during peak travel hours which overlap with peak electricity pricing. Rapid charge electricity is therefore likely to be higher carbon and higher price than domestic slow charging.

Tariffs to reward flexibility and response and new

aggregator businesses/functions -- This model may undermine the need for smarter and more flexible tariffs as consumers use a convenient solution more frequently. Home charging likely not abandoned, but other options may reduce use.

Ability to anticipate and respond to network stress. -- Likely to exacerbate network stress and lead to substantial re-enforcement. Better partnerships with energy system

stakeholders -/+ Effect depend on ownership of the rapid charge hubs.

Integrated service approaches to mobility -/+ Has the potential to allow EV mobility solutions to penetrate where no off street charge infrastructure available, but may also re-incentivise private vehicle ownership in those areas.

This archetype would be an innovative addition to urban e-mobility infrastructures and would only require slight behaviour changes (increasing wait times at re-fuelling/ charging points). This archetype’s proliferation would also open up e-mobility to those without off street private charging. Conversely the range of ancillary market services available, and the opportunity to better utilise intermittent renewables is negatively affected. In terms of catalysing the Innovation Interface this is a weak archetype, but does present cities with a useful option for bringing in new EV drivers in inner cities.

4.10 E-Mobility Service