-This video deals with charging infrastructures for electric vehicles worldwide. It will address the challenges of public charging standardization on an international scale. It will then give a global view on the situational analysis of the deployment of public charging infrastructures for electric vehicles. On this basis, we will talk about equipment and equipment dynamics differences regarding public charging infrastructures according to the country. Remember that public charging infrastructures of electric vehicles represent all charging points included in the terminals or charging stations that are accessible to the public. These charging points can be owned or operated by private or public entities. They can be located in the street or in private car parks. They can be accessed freely and free of charge or after payment of a service fee. Accessibility can raise the issue of interoperability or practical interoperability more specifically. As we explained it in the previous video, standards for the charge of electric vehicles can define the power delivered by the infrastructure and accepted by the vehicle but also the outlet and cable types used for charging, or even the communication protocols between the vehicle and the charging infrastructure. In a country like France, we have seen that 7 different outlet standards are in competition for the charge of electric vehicles, including the household outlet, and that there are only 4 standards if we only consider fast-charging. The situation is the same in Europe because of the increased diversity linked to the different household outlets. Talking about standardization at the scale of a group of countries, such as Europe, makes sense because the range of an electric vehicle can bring it to cross borders from time to time or regularly in some cases for populations living near the border of a member state. There is an ongoing effort in Europe to merge the technical standards linked to vehicle charging, as well as in North America. But there is still a long way to go before charging infrastructures actually use a single technical solution in these territories. On a global scale, since different technical standards for outlets have been developed in Europe, the United States, Japan and China, there is no assurance that a single international standard will be imposed on everyone everywhere. Remember that the diversity of the standards does not necessarily mean that there are technical incompatibilities since charging infrastructures are usually equipped with outlets corresponding to several standards. It is a requirement of the European Commission for public charging infrastructures that are installed with its financial support. Also, manufacturers have developed cables to switch from one standard to another just like power adapters for household outlets. However, we understand that, even when practical interoperability is guaranteed, this standard diversity has a cost for manufacturers first whose economies of scale in terms of production are more limited because of a technology segmentation. But also for charge infrastructure operators who must invest in multi-standard infrastructures in order to serve as many customers as possible. And finally, for the final users, who must buy adapters that can sometimes cost several hundred euros in order to maximize their charge possibilities on several infrastructures. The 90 to 95% rate of charges occurring at home or at the office, that is to say on private charge infrastructures, is used in the operational and scientific official documents of many countries worldwide. So, it is commonly admitted worldwide that the deployment of charging infrastructures accessible to the public must go alongside the deployment of electric vehicles in order to cover the 5 to 10% of charges that potential electric vehicle purchasers would like to perform outside their home or office, either for a necessity charge to ensure the daily travels they have planned or for a reassurance or opportunity charge allowing them to maximize their remaining autonomy. However, needs in charging infrastructures for electric vehicles are different between territories within a single country. According to the mobility practice profiles on these territories, or even according to the type of housing and their fittings in terms of private parking, needs in charge infrastructures for electric vehicles can also be different between two countries or between two regions of the world that have different mobility practice profiles or even different urban morphologies and housing types. The deployment of the public charging infrastructure for electric vehicles worldwide has rapidly increased since 2009. In its Global EV Outlook 2017 report, the International Energy Agency made an inventory of over 320 000 public charging points worldwide, 210 000 slow or accelerated charging and 110 000 fast-charging points Relative to the number of battery and plug-in hybrid electric vehicles in circulation worldwide, it represents 1 public charging point for approximately 6 vehicles. Private charging still prevails if, like the International Energy Agency, we assume that each electric vehicle in use has an average of one private charging point. The development of the public fast-charging infrastructure is more dynamic than the development of the slow or accelerated charging public infrastructure with a multiplication by 20 of the number of charging points worldwide in just over 3 years. This dynamic is mainly supported by China which alone hosts 80% of the global fast-charging points. But this is also confirmed in other countries. Public fast-charging has been prevailing in China since 2016 after fast-charging points were multiplied by 7 over a year. China has over 140 000 public charging points, thus one public charging point for 4.5 electric vehicles in the national fleet. But note that the validity of these statistics on fast-charging in China is uncertain since it has not been possible to check if the inventory of these charging points is actually aimed at light vehicles and not only electric buses which are also rapidly expanding in China. There are wide equipment disparities in terms of public charging infrastructures from one country to another since in the United States for instance, second best equipped country in terms of public charging infrastructures, there is a rate of one public charging point for 14 electric vehicles in use. Japan falls within the global average with one public charging point for 6.5 vehicles. The Netherlands and Germany are ahead of China with a rate of one charging point for 4 electric vehicles. France is not far behind China with a rate of one point for 5 vehicles. Interestingly, in a relatively mature market such as Norway where electric vehicles reached almost 30% of the sales of new vehicles in 2016, the rate equals one public charging point for 16 vehicles in use. This probably expresses a more intense use of the public charging infrastructure compared to other markets that are less mature where the public infrastructure is implemented to remove certain obstacles that are in the way of a massive deployment of electric vehicles, thus ahead of the deployment of these electric vehicles. To conclude, the diversity of technical standards does not prevent the deployment of a public charging infrastructure for electric vehicles. But it has a cost. Furthermore, it seems to be widely admitted on a global scale that the deployment of a public charging infrastructure is mandatory to support the development of the electric vehicle market. However, we have seen that several countries can choose different options based on the maturity level of their electric vehicle market, on the intensity of the support dedicated to this industry on the equipment rate in terms of public charging infrastructures compared to the number of circulating vehicles, and also on the relative share of fast, slow and accelerated charges.
