D10_8-How-to-ensure-sustainability-of-Green-eMotion_public

GA MOVE/FP7/265499/Green eMotion WP 10: Deliverable 10.8 Page 1 of 58
Deliverable 10.8
How to ensure the sustainability
of Green eMotion activities
Prepared by:
Aura Caramizaru, EURELECTRIC
acaramizaru@eurelectric.org
Heike Barlag, Siemens AG
Heike.barlag@siemens.com
Date: April 28, 2015
Version: 3.3

Document Information
Authors
Name Company
Key authors Aura Caramizaru EURELECTRIC
Heike Barlag Siemens
Cristina Corchero IREC
Hilke Rosler, Omar Usmani ECN s
Mark Daly ESB
Luis Prada CIDAUT
Martin Rapos IBM
Norbert Vierheilig Siemens
Silvio Weeren IBM
Volker Fricke IBM
Further authors Narcis Vidal Endesa
Holger Braess BMW
Thomas Stiffel BOSCH
Michael Schlick BOSCH
Filippo Colzi RSE
Gerry Wardell Codema
Stine Helms Copenhagen
Thomas Wiedemann RWE
Gotje Bossen SAP
Sarah Tij Nissan Europe
Sebastien Albertus Renault
Brian McBeth Daimler
Marcus Ljungqvist Malmo
Ian Winning Cork
Thierry Brincourt EDF
Reviewers Bart Benders FKA

Distribution
Dissimination level
PU Public x
PP Restricted to other programme participants (including the Commission Services)
RE Restricted to a group specified by the consortium (including the Commission Services)
CO Confidential, only for members of the consortium (including the Commission Services)
Revision history
Version Date Author Description
1.0 October 8, 2014 Aura Caramizaru Review PC
2.0 February 20, 2015 Norbert Vierheilig Review PC
3.0 March 26, 2015 Aura Caramizaru, Volker Fricke,
Hilke Rosler, Fillipo Colzi, Cristina
Corchero
Approval
3.1 April 13, 2015 Heike Barlag Revision by PC
3.2 April 15, 2015 Heike Barlag Revision after
assessment
3.3 April 28, 2015 Heike Barlag Revision for
publication
approval by
partners
Status
For Information
Draft Version
Final Version (Internal document)
Submission for Approval (deliverable) x
Final Version (deliverable, approved on)

Table of Contents
1 Executive Summary............................................................................................................7
2 Introduction.......................................................................................................................8
3 Identification of relevant players........................................................................................9
3.1 Key stakeholders ................................................................................................................................. 9
3.2 Relation matrix of key stakeholders ...................................................................................................10
3.3 Industrial activities, standardisation bodies and other initiatives.......................................................12
3.3.1 Background ................................................................................................................................................12
3.3.2 Interoperability platforms..........................................................................................................................12
3.3.3 Initiatives on electromobility data .............................................................................................................13
3.3.4 Standardisation bodies and industry consortia..........................................................................................14
3.3.5 Initiatives on grid infrastructure solutions.................................................................................................14
4 Identification of value-added assets for market development 2015+/2020 ........................ 16
4.1 Marketplace architecture and business requirements ........................................................................16
4.2 ICT assets............................................................................................................................................20
4.3 Data collection and evaluation ...........................................................................................................22
4.4 Common standards for EU-wide electromobility ................................................................................25
4.5 Optimised grid and smart charging solutions......................................................................................26
4.6 Prototypes and hardware installations ...............................................................................................28
4.7 Communication ..................................................................................................................................28
4.7.1 Policy guidelines and recommendations....................................................................................................28
4.7.2 European Electromobility Stakeholder Forum...........................................................................................30
4.7.3 Educational website ...................................................................................................................................30
5 How to maintain Green eMotion deliverables: an Action Plan
for 2015 to 2020 and beyond............................................................................................ 33
5.1 ICT infrastructure for a European marketplace ...................................................................................33
5.1.1 Scenario 2a: Multi Marketplaces scenario– a European industry association supporting standardised
interfaces....................................................................................................................................................33
5.1.2 Scenario 2b: Overarching European Marketplace operating in a public-private partnership ...................33
5.1.3 Scenario 3: Single European Marketplace..................................................................................................34
5.1.4 Implementation scenarios of the Green eMotion Marketplace ................................................................34
5.1.5 Outlook.......................................................................................................................................................35
5.2 Usage of ICT Assets after the project end............................................................................................35
5.2.1 Marketplace and Central Components ......................................................................................................35
5.2.2 Distributed Components............................................................................................................................36
5.2.3 Additional Components .............................................................................................................................38
5.3 Continuation of data collection and evaluation ..................................................................................38
5.3.1 Scenarios for continuation of data collection beyond GeM ......................................................................39
5.3.2 Semi-open web site....................................................................................................................................39
5.3.3 Outlook.......................................................................................................................................................41
5.4 Ongoing activities on common standards for EU-wide electromobility...............................................41
5.5 Outlook for optimised grid and smart charging solutions ...................................................................43
5.6 Further use of prototypes and hardware installations ........................................................................43
5.7 Communication ..................................................................................................................................44
5.7.1 Green eMotion Website.............................................................................................................................44
5.7.2 Policy guidelines and recommendations....................................................................................................44
5.7.3 European Electromobility Stakeholder Forum...........................................................................................45
5.7.4 Educational website ...................................................................................................................................45
6 Continuation in EU-funded projects .................................................................................. 45
7 Conclusion ....................................................................................................................... 47
Annex A: Looking into the future (2020+): possible electromobility marketplace scenarios and
recommendations ............................................................................................................ 48
Annex B: Linkedin post on electromobility scenarios........................................................................ 56
Annex C: eMI3
membership (as of April 2014).................................................................................. 57
Annex D: JRC report on electro-mobility data collection ................................................................... 58

List of Figures
Figure 2.1: Sustainable values of the Green eMotion project........................................................................... 8
Figure 3.1: GeM Marketplace stakeholder ecosystem.................................................................................... 10
Figure 3.2: Efficiency of information flow and interfaces through shared central IT hubs............................. 11
Figure 4.1: Ecosystem of the Green eMotion Marketplace (source GeM D3.4)............................................. 16
Figure 4.2: Context diagram of the Roaming and Search services executed through the Marketplace......... 17
Figure 4.3: Direct communication through marketplaces Scenario 2a: Multi Marketplaces ......................... 18
Figure 4.4: Communication through Marketplaces connected to a central Marketplace Scenario 2b:
Overarching European Marketplace ........................................................................................................ 19
Figure 4.5: Communication via a single European Marketplace..................................................................... 19
Figure 4.6: Overview of business components and partners.......................................................................... 20
Figure 4.7: Contents on report D1.10.............................................................................................................. 22
Figure 4.8: Elements to be monitored within electro-mobility data collection.............................................. 23
Figure 4.9: Monitoring scheme for electric vehicles ....................................................................................... 24
Figure 4.10: Diagram on the methodology of data gathering......................................................................... 24
Figure 4.11: ITRES tool..................................................................................................................................... 27
Figure 4.12: Contents pictured in the four quadrant framework ................................................................... 31
Figure 4.13: Live action movies recorded in WP10 of the project .................................................................. 32
Figure 5.1: ENEL EMM Platform ...................................................................................................................... 37
Figure 5.2: NOBIL database architecture......................................................................................................... 41
Figure 5.3: DTI’s EV service vehicle Batmobile................................................................................................ 44
Figure A.1: No Marketplace............................................................................................................................. 48
Figure A.2: Multiple co-existing Marketplaces................................................................................................ 49
Figure A.3: One single European Marketplace................................................................................................ 51
Figure A.4: Several marketplaces communication to a central European Marketplace................................. 53
Figure A.5. Scenario matrix (Task 10.7 partners) ............................................................................................ 54
List of Abbreviations
API Application Programming Interface
B2B Business to Business
B2C Business to Consumer
CA Consortium Agreement
CDR Charge detail record
CH Clearing House
CEN Comité Européen de Normalisation
(French : European Committee for Standardization)
CENELEC
CENELEC stands for Comité Européen de Normalisation Électrotechnique
(European Committee for Electrotechnical Standardization)
CO2 Carbon dioxide
COTEVOS FP7 project on Concepts, capacities and Methods for Testing EV Systems
and their Interoperability within the Smart Grids
CMS Charge Management System
DoW Description of Work (Annex I of Grant Agreement)
DSO Distribution System Operator
EOC End of Charge
EEO European Electro-mobility Observatory
eMI3
eMobility ICT Interoperability Innovation Group
ERTICO European Road Transport Telematics Implementation Co-ordination
Organisation
ESB Electricity Supply Board
EU European Union
EV Electric vehicle

EVCC Electric Vehicle Communication Controller
EVCOID Electric Vehicle Contract ID
EVSE Electric Vehicle Supply Equipment
EVSP Electric Vehicle Service Provider
FP7 7th
Framework Programme from the European Commission
FREVUE The Freight Electric Vehicles in Urban Europe
G4V Grid for Vehicles (EU research project)
GeM Green eMotion
HMI Human Machine Interface
GSM Global System for Mobile Communications
ICT Information and Communications Technologies
IMS Infrastructure Management System
ISO International Standards Organisation
ITS Intelligent Transport Systems
KPI Key Performance Indicator
JRC Joint Research Center (European Commission)
LV Low Voltage
MP Market Place
MPO Metering Point Operator
MSP Measurement Service Provider
NEMA National Electrical Manufacturers Association (USA)
NA Not Applicable
NFR Non Functional Requirement
NOC Network Operations Center
NOP Network Operator Portal
NPE Nationale Plattform Elektromobilität (German initiative)
OCHP Open Clearing House Protocol
OCPP Open Charging Point Protocol
OEM Original Equipment Manufacturer
PHEV Plug-in Hybrid Electric Vehicle
PlanGridEV The Distribution grid planning and operational principles for EV mass
roll-out while enabling DER integration Project
PMS Payment Management System
RES Renewable Energy Source
RD&D Research, Development and Demonstration
RFID Radio Frequency Identification
SDR Service Data Record
SECC Supply Equipment Communication Controller
SLA Service Level Agreement
SP Service Provider
SR Service Requester
TRL Technology Readiness Level
TSO Transmission system operator
UID Unique Identifier
V2G Vehicle to Grid
V2H Vehicle to Home
WP Work Package
VPP Virtual Power Plant
WP Work Package
ZeEUS FP7 Zero Emission Urban Bus System Project

1 Executive Summary
The Green eMotion project has built up valuable expertise in a variety of subjects related to electric
vehicles ranging from gathering electromobility data to demonstrating an EU-wide marketplace. Ensuring
that these key values as well as the knowledge gained during the project will be further used after the
project has terminated its activities will be important for its success.
The question of how to continue with the Green eMotion key values after February 2015 has been in the
focus right from the outset. Since the market development of electromobility in Europe did not reach up to
the estimations made in the beginning of the project, we had some very intense discussions how to
proceed with these values. Deliverable D10.8 describes the specific key values defined from the project and
outlines the activities implemented to make them available after the project end.
Main fields to be considered for further use were identified as follows: the ICT infrastructure for an
European marketplace including the services, electromobility data collection and evaluation, common
standards for truly interoperable electromobility, recommendations for an optimised grid and smart
charging (including the ITRES and MaRe tool), the installation and demonstrations of different types of
charging solutions as well as some communication highlights.
This deliverable describes three scenarios of the future ICT infrastructure for connecting the European
charging infrastructure. Basis of these scenarios is the Green eMotion marketplace developed within the
project and how it may be used in the future (see Annex A). The “Dispersed Marketplaces” scenario with no
marketplace envisaged is not considered as a forward-looking and desirable development. Task 10.7
partners instead recommend a development towards the “Multi-Marketplaces” scenario, given that
common ICT protocol standards for Clearing House (roaming service) and Search EVSE are put in place to
allow multiple “eRoaming solutions” competing on the market. The “Overarching European Marketplace”
that was developed within the Green eMotion project could represent a possible step. Finally, Task 10.7
partners do not recommend a move towards a “Single European Marketplace” due to fears of market
dominance.
Green eMotion will foster the promotion of its data collection and evaluation in a joint effort with the
European Commission’s Joint Research Centre. IREC has already delivered together with JRC a report that
provides guidance to European mobility projects on collecting and monitoring electromobility data. Next
steps for continuation of the data collection by JRC are under discussion.
On standards, the eMI3
group, started by some Green eMotion partners in 2011 together with other
members, will make sure that a number of activities will be taken up further.
Tools for analysis of grid reinforcement costs and hosting capacity for EVs were developed and will be
available also after project end. The website will stay online and from May 2015 on it will provide a user
friendly access to the full set of public deliverables of GeM and the educational website.
The most important communication mean of GeM was the Stakeholder forum. Plans for continuation by
the partner projects FREVUE and ZeEUS are under discussion with EC. Lastly, the charging system
installations in the demo regions will continue to be operated by the project partners after the
demonstrations end.
This report draws on content from several work packages in Green eMotion. It has been prepared based on
discussions and written work by partners of the relevant work packages. Special thanks go to the teams of
Eurelectric, IBM, IREC, ESB ecars, SIEMENS and CIDAUT who have contributed substantial written input and
valuable help in defining key input of the deliverable.

2 Introduction
The objective of Task 10.7 “Ensure sustainability of Green eMotion values laying the grounds for seamless
electromobility in Europe” is to make sure that the knowledge, insights and good practices brought forward
by the Green eMotion (GeM) project pave the way for the further development and deployment of
electromobility in Europe after the project ends in 2015.
This report starts with the key actors that form the electric vehicle eco-system ranging from service
providers to operators, utilities, ICT providers and municipalities. It then carries out a stakeholder analysis
of some of the more important and better known initiatives with similar activities to those carried out in
the Green eMotion project or that interact with the project in order to further promote and create a
dynamic environment for electromobility.
The reports then go on to identify the key values of Green eMotion. It gives a short description and insight
into each of them: the ICT marketplace architecture and ICT prototypes; data collection and evaluation;
selected standards for an interoperable electromobility system; optimised grid and smart charging
solutions; charging system prototypes and hardware installations and finally some communication topics.
Figure 2.1: Sustainable values of the Green eMotion project
Chapter 5 represents the most important section: how to continue with key results in practice after project
end. For some topics possible next steps were discussed intensively within the consortium and presented
here together with the actually planned further use of the assets. Also possible future developments not in
the hand of the consortium, like the future architecture of the European ICT system for connection of
public charging infrastructure, are analysed thoroughly. The last chapters describe the use of Green
eMotion foreground in other funded projects and the conclusions.
Green eMotion values
ICT assets:
Marketplace
architecture
Clearing
house
Search EVSE
Charging
App
Network
Operator
Portal
Load Mana-
gement
Data
collection
Data
evaluation
Guidance
on data
collection
Standardi-
zation:
Develop-
ment of
selected
standards
eMI3
Smart Grid
Coordination
Group M490
SORDS
Standardi-
zation
guidelines
Grid:
EV impact
analysis
Grid
solutions
Smart
charging
ITRES tool
MaRe tool
Prototypes
and
hardware
installations:
AC charger
DC charger
Inductive
charger
Soft Open
Point
Mobile
battery test
platform
Communicat
ion:
Policy
guidelines
and
regulations
Educational
website
Stakeholder
forum
Task 10.7 seeks to ensure the sustainability of Green eMotion values, laying the ground
for seamless electromobility in Europe

3 Identification of relevant players
This chapter carries out a stakeholder analysis in order to identify those stakeholders that form the electric
vehicle ecosystem, as well as to identify relevant industrial activities, regulatory framework and policy
landscape that could create synergies with the Green eMotion findings. References are the “EV integration
in Smart Grids Glossary” (D7.101
) and the EURELECTRIC paper on “Deploying publicly accessible charging
infrastructure for electric vehicles: how to organise the market?”2
.
3.1 Key stakeholders and main components
EV user - A party that consumes electromobility services using an electric vehicle, including electricity and
charging services. (Eurelectric)
Electric Vehicle Supply Equipment (EVSE) - Physical entity that plugs directly to the electric vehicle to
deliver the energy. This can be any kind of charging equipment for electric vehicles.
Electric Vehicle Supply Equipment (EVSE) Operator - Actor that delivers and manages physical equipment
to supply the charging process of the vehicle.
Original Equipment Manufacturer (OEM) - An entity that produces electric vehicles and provides EV
services related to their own build electric vehicles.
Electric Vehicle Service Provider (EVSP) - An entity that provides EV services to Electric Vehicle User for any
electric vehicle from different OEMs.
Marketplace - The EV Marketplace is a service platform for the EV market which serves as a semi-open
environment for offering services by Service Providers to Service Requesters. The Green eMotion
Marketplace is an instance of an EV Marketplace.
Clearing house - A clearing house within the GeM context of electromobility provides a couple of services
which enable roaming. Two scenarios are reflected, the contractual clearing and the financial clearing,
which can be on top of the contractual clearing. Clearing services can be consumed by EVSE (EV Supply
Equipment) operators when asking for contract clearing and forwarding CDRs (Charge Detail Records).
EVSPs (EV Service Providers) can register, update and delete new contracts of their customers via the
marketplace. In case of Green eMotion's demonstration prototype the services of the clearing house ran on
the marketplace provided by IBM. The B2B (business to business) contract information was stored in the
clearing house directly or in the marketplace. The B2C (business to customer) contract information was
stored in the clearing house directly, in the marketplace or was requested each time from the
corresponding EVSP.
IT Service Provider - Entity acting as placeholder for business partners that offers services to the
marketplace.
Distribution system operator (DSO) - Party that currently holds and manages the assets for low voltage
(LV)/medium voltage (MV)/high voltage (HV) (110kV) distribution networks, responsible for connecting all
loads to the electric system and maintaining a stable, safe and reliable network for the supply of electricity
to all customers. (EURELECTRIC)
Transmission system operator (TSO) - Party that is responsible for a stable power system operation
(including the organisation of physical balance) through a transmission grid in a geographical area.
(ENTSO-E)
Energy Retailer - Present and future companies that hold licences (or are active on the market not all
countries have licences) to sell electricity that they produce themselves or purchase on the electricity
1
http://www.greenemotion-project.eu/dissemination/deliverables-standards.php
2
http://www.eurelectric.org/media/84461/0702_emobility_market_model_final_ac-2013-030-0501-01-e.pdf

markets to end users, with whom they have power contracts with fixed locations for the supply.
(EURELECTRIC)
EV Service Market - The EV Service Market is a virtual domain comprising all the services related to
electromobility. It describes the whole ECO system for EV Services. The EV Service Market consists of End
User Service Providers (Service Requesters), Service Providers and any number of Marketplaces. If there are
several marketplaces, they can be completely independent or interconnected and can be organized in any
type of structure. The EV Service Market is open:
- Any party offering an EV related services is considered as a part of the EV service market
- EV Services can be offered via a Marketplace or directly on a bilateral basis between Service
Providers
In addition there are two groups of stakeholders that form an inherent part of this Ecosystem:
Government
Municipality
3.2 Relation matrix of key stakeholders
The grey boxes in Figure 3.1 represent building blocks under the control of certain roles (e.g. the grey
building block Marketplace (Business to Business) is provided typically by IT providers). The smaller boxes
inside the building blocks represent logical system components, such as the “Clearing House Service”. The
lines between the logical components represent communication paths between those components.
Figure 3.1: GeM Marketplace stakeholder ecosystem
The vision behind the GeM Marketplace is to enable efficient communication among these stakeholders at
a European level. As it will be discussed in the next chapters, it is also possible that there are multiple
Marketplaces in coexistence and in multiple hierarchical setups. The premise this deliverable in particular
aims to prove, is that a central IT infrastructure (regardless of the marketplace setup driven by the market)
is needed to make communication among diverse stakeholders efficient. The scheme below explains how a
Marketplace can ease the communication, which is currently on a bilateral basis. In addition the interfaces
are typically not standardized across industries, hence further simplification is needed. Business to business
IT Provider
EVSE
Operator
Battery Swap
Inductive
DC Charger
User / Driver
DSO / TSO /
Retailer /
Aggregator
EVSP
EVSP Backend
(Electric Vehicle Service
Provider Backend system)
Clearing House
(Example of Business
Service)
EVSE Search
Service)
Municipalities/
Government
Policies
Legislation
Standards
Utility
AC Charger
EV
End
Customer
Contract
Customer
Contract
OEM /
Fleet Op.
EVMS
(EV Management
System)
CMS
(Charge Management System)
PMS
(Power Management System)
MP
External
Network
Provider
Marketplace
(Business to Business)
IT Provider
EVSE
Operator
Battery SwapBattery Swap
InductiveInductive
DC ChargerDC Charger
User / Driver
DSO / TSO /
Retailer /
Aggregator
EVSP
EVSP Backend
EVSP
EVSP Backend
Clearing House
Service)
EVSE Search
Service)
Municipalities/
Government
Policies
Legislation
Standards
Municipalities/
Government
Policies
Legislation
Standards
UtilityUtility
AC ChargerAC Charger
EVEV
End
Customer
Contract
Customer
Contract
End
Customer
Contract
Customer
Contract
OEM /
Fleet Op.
EVMS
(EV Management
System)
CMS
(Charge Management System)
PMS
(Power Management System)
MPMP
External
Network
Provider
External
Network
Provider
Marketplace
(Business to Business)

Marketplace seems to be the most viable option to organize such an immature and diverse market as the
electric mobility services evolving market.
Figure 3.2: Efficiency of information flow and interfaces through shared central IT hubs
The picture in the upper left depicts the situation if we have only bilateral relations between the End User
Service Providers (Business to Customer: BC). As a consequence the EV driver (customer) is only able to use
services from providers that have a direct contract with their own B2C provider. If the EV driver should be
able to use all available services, his service provider needs to close contracts with all other service
providers. This ends up with a high number of bilateral contracts between all the different industries as
depicted in the upper right picture. To reduce the complexity of this system the GeM Marketplace acts as a
Business-to-Business (B2B) Service Broker, see lower picture in Figure 3.2. All contracts are handled by the
marketplace and also the services are provided via the marketplace. As a result the service provider BC only
needs a single connection to the marketplace.

3.3 Industrial activities, standardisation bodies and other initiatives
3.3.1 Background
The key importance of decarbonising road transport has seen the development of a broad range of
initiatives promoting electric vehicles across the EU. These vary from developing service markets to
standardisation, collection of electromobility data or analysis of how increasing shares of EV will affect the
power grid. These initiatives have lead to increased experience and learning in the field of electromobility
that are being complemented by GeM.
The section below gives only a limited overview of similar initiatives working on topics comparable to Green
eMotion’s. Many of these initiatives are cooperating with each other to foster a common approach and
dynamic market for electromobility. Further synergies could be built between these initiatives in enhancing
roaming services and further promotion of EU-wide electromobility.
3.3.2 Interoperability platforms
Ladenetz.de3
Ladenetz.de is a cooperation between public utility companies that joined forces to enable roaming
services between the charging networks of the individual utilities. With a single RFID card, customers can
recharge their car at all publicly accessible charging stations irrespective of the operator. A new open
protocol OCHP (Open Clearinghouse Protocol) was designed to give parties the opportunity to use their
own system to connect to e-clearing.net, a platform initiated by Ladenetz. The ‘Treaty of Vaals’ was signed
in 2012 to enable cross border roaming by Ladenetz.de, the E-laad foundation (Netherlands), BlueCorner,
and Be-charged (Belgium), Estonteco (Luxembourg), Vlotte (Austria), ESB ecars (Ireland) and Inteli
(Portugal). All connected players are using the OCHP interface.
Hubject4
Hubject is formed by BMW Group, Bosch, Daimler, EnBW, RWE and Siemens. The joint-venture is operating
an e-roaming platform that acts as a clearing house for network operators and service providers. e-roaming
charging stations can be identified with an intercharge symbol, allowing customers to access charging
stations across borders on a contractual basis independent of the service provider. Customers can start a
charging session by using a RFID card, smartphone app or plug&charge technology. Any network operator
or service provider can join the platform and allow customers of network partners to use their charging
stations.
Among the operators that have connected their charging stations to the Hubject network is also the GIREVE
platform in France. In April 2014 there were 1,800 charging stations operated by Hubject’s partners in
Germany, and 150 charging points were connected to intercharge in Austria. Hubject also recently
announced that it has joined forces with the Swisscom Managed Mobility to expand its charging services to
Switzerland. Hubject is also founding member of eMI3
and developing standards with GeM further.
GIREVE5
GIREVE is a joint-venture by Caisse des Dépôts, CNR, EDF, ERDF and Renault to design and operate in
France a platform for interoperability between EVSE operators and EVSPs. Its first task has been to create a
charging spot repository in France (over 9,000 charging stations registered in mid-2014), on which base it
will be possible to provide roaming services between operators. The first available service by the end of
2014 will be a search & find available charging spots according to given criteria, and allow access to a
selected one for a customer having a contract with another service provider. GIREVE is member of eMI3
(see 3.3.4) and has a working agreement with Hubject to focus on European standards.
3
http://www.ladenetz.de/
4
http://www.hubject.com
5
http://www.gireve.com

MOBI.Europe6
An interesting example is the Mobi.Europe project which focuses on supporting interoperability of electric
vehicle charging between four pilot projects in Ireland, the Netherlands, Portugal and Spain. The partners
decided to opt for a decentralised ICT infrastructure based on peer-to-peer connection between the pilots’
managements systems. This solution can however allow for a future centralised solution if the business is
driven towards that direction. Customers can charge their electric car on charging stations located in
remote pilots by using the Mobi.Europe mobile application for roaming and charging. The app
communicates with the user’s own payment management system (PMS), which in turn communicates with
the remote PMS to allow the use of operations.
CROME7
Another joint project focused on cross-border travel was CROME (Cross-border Mobility for EVs) between
the Alsace and Moselle regions in France and Baden-Wurttemberg in Germany. In this joint project with
French and German industrial and research partners, the following overarching objectives have been
followed:
 Performing a wide-scale cross-border field demonstration of mobility with EVs;
 Introducing fully public interoperable charging stations (EVSEs) ensuring easy access and charging
of EVs all over the French and German CROME area;
 Investigating customer acceptance of eMobility and user needs regarding charging in the context of
cross border mobility;
 Offering charging services enabling simplified identification and billing as well as charging spot
availability and reservation;
 Testing and giving recommendations on the European standardisation of the charging
infrastructure (plug, cable, ...) and services (identification, billing, roaming, ...).
3.3.3 Initiatives on electromobility data
European Electro-mobility Observatory (EEO)8
In 2012 the European Commission launched the European Electro-mobility Observatory (EEO). The EEO
aims to become the reference point for providing insight in the development of electromobility for
national, regional and local policy makers and related stakeholders. Electromobility in the framework of the
EEO covers full battery electric vehicles, plug-in hybrids and fuel cell electric vehicles as well as the
corresponding energy delivery infrastructures. The project has started to gather data and information
within its regions about its ongoing electro-mobility projects.
Joint Research Centre (JRC)
With more than 320 ongoing R&D projects, the European Commission’s Joint Research Centre (JRC) builds
on a rich experience of EV data collection and analysis. The projects can be found in the EV-Radar9
, an
interactive tool that collects and illustrates ongoing RD&D electromobility projects. The Green eMotion
project has also helped to foster cooperation between IREC and JRC which has culminated in JRC Data
Collection and Reporting Guidelines for European electro-mobility projects10
. The report provides useful
guidance to European mobility projects about what and how to monitor and report. It also gives a detailed
description of the critical and optional elements needed for monitoring, as well as some ideas on quality
control and data collection. The document is based on the Green eMotion internal report “Demo Regions
Reporting Guidelines”.
6
http://www.mobieurope.eu/
7
http://crome-project.eu/
8
http://ev-observatory.eu/
9
http://iet.jrc.ec.europa.eu/ev-radar/
10
JRC Scientific and Technical Research Reports, Number JRC92972,
http://publications.jrc.ec.europa.eu/repository/handle/JRC92972

FREVUE and ZeEUS projects11
FREVUE and ZeEUS are EU’s two other flagship electromobility projects. In parallel to other activities they
have started a data collection in order to assess the electromobility of freight vehicles and, respectively,
electric buses. The last three meetings of the EU Electromobility Stakeholder Forum have taken place
jointly with both these two projects in June 2013, June 2014 and February 2015.
3.3.4 Standardisation bodies and industry consortia
IEC
The International Electrotechnical Commission is the leading global organization that publishes consensus-
based International Standards and manages conformity assessment systems for electric and electronic
products, systems and services, collectively known as electrotechnology. In the field of electromobility it is
responsible for several important standards like 61851 “Electric vehicle conductive charging system”, 62196
“Plugs, socket-outlets, vehicle connectors and vehicle inlets - Conductive charging of electric vehicles” and
together with ISO for the 15118 “Road vehicles -- Vehicle to grid communication interface”.
CEN/CENELEC
Together, CEN and CENELEC provide a platform for the development of European Standards and other
technical specifications across a wide range of sectors. They work closely with the European Commission to
ensure that standards correspond with any relevant EU legislation. CEN and CENELEC also cooperate with
respectively the International Organization for Standardization (ISO) and the International Electrotechnical
Commission (IEC) to reach agreements on common standards that can be applied throughout the whole
world, thereby facilitating international trade. An important activity in the field of electromobility is the
eMobility Ad Hoc group on Smart Charging (CEN CENELEC M/468 M/490).
eMI3 12
As the Commission’s standardisation mandate (M/468) showed, standardisation is clearly important but it
is not enough. Interoperability within and in between standards is needed to ensure that customers are
truly able to park wherever they stop and roam outside their network. The eMobility ICT Interoperability
Innovation, eMI3
, an industry group which started with a small group of GeM partners to grow as a
platform of over 40 stakeholders strives to achieve just this. The group aims to harmonize the ICT data
definitions, formats, interfaces, and exchange mechanisms that enable a common language among all ICT
platforms. Although eMI3
intends to facilitate and promote their implementation, its core objectives lie in
the development, publication, sharing and promotion of ICT standards. The eMI3
group operates under the
umbrella of ERTICO – ITS Europe.
3.3.5 Initiatives on grid infrastructure solutions
Grid for vehicles (G4V)13
The G4V FP7 project delivered a set of recommendations to support the evolution of the European
electricity grids into an intelligent power system able to accommodate growing shares of electric vehicles.
The project developed a “Main framework for smartgrids, EVs and research” that led directly to the
formation of the Green eMotion project. G4V produced an overview of standardisation activities of the IEC
task groups for conductive recharging stations for electric vehicles. The project finally resulted in a roadmap
for the infrastructure enabling an EV mass market.
PlanGridEV14
The PlanGridEV project aims to develop new network planning tools and methods for European DSOs to
ensure an optimised large-scale roll-out of electromobility in Europe, while promoting the potential of
11
http://frevue.eu/ and http://zeeus.eu/
12
http://emi3group.com/
13
http://www.g4v.eu/
14
http://www.plangridev.eu/index.html

distributed energy sources. A key point about the project represents the cooperation between
manufacturers (OEMs) and distribution system operators (DSOs). The project will make use of the existing
infrastructure of the involved DSOs and the support of Renault by testing a number of use cases in different
distribution grids.

4 Identification of value-added assets for market development after 2015
This section identifies and describes those GeM assets that will bring an added-value for the further
development of the electromobility market after 2015 which marks the project’s end.
4.1 Marketplace architecture and business requirements
One of the key objectives of the Green eMotion project was to demonstrate a Europe-wide Marketplace for
electromobility services.
The Marketplace was built in alignment with the following principles:
 open architecture
 common standards and protocols
 publicly available interfaces
 enabling interoperable processes across industries
 allowing creation and execution of electromobility services
For a detailed overview of the Marketplace architecture see the figure below15
:
Figure 4.1: Ecosystem of the Green eMotion Marketplace (source GeM D3.4)
As illustrated in the overall scheme above, the Marketplace consists of the following high level
components:
Service creation domain – allowing participants to build their services directly in the Marketplace
environment
15
For more information read Deliverable 3.4 “Electric Mobility Business Requirements Enabling Services
Through Central IT Platform” available at http://www.greenemotion-project.eu/dissemination/deliverables-
ict-solutions.php

Service execution domain – where the business services e.g. Clearing or EVSE Search are executed (note
that they may be hosted directly on the Marketplace or in the service suppliers’ own servers)
Service delivery domain – where all the management around the service registering, partner matching,
launching, operating, data storing and analytics take place. The brokerage between service provider and
consumer is also done in this domain. See an example featuring the Search and Roaming services at the
scheme below.
Services are initiated by service requestors, the business entities that represent the end users. The end
user, illustrated in the context scheme below, is usually an EV driver, but can also be for example a
municipality asking for a CO2 report, or a grid company asking for compliance with electricity load limits.
From the IT perspective, these service requestors send a message to the Marketplace with a request for a
service. The precondition is that services are agreed upfront between the service provider and the service
requesting party. This is done on a bilateral basis and a virtual contract is closed in the Marketplace. From
this moment everything runs smoothly. As the requestor asks for a service, the Marketplace service
gateway (see the element in the middle of the scheme below) matches the demand for the service with the
provider of that service. The provider uses the same information channel to deliver the service. For
example in a case where an EV driver belonging to a Demo region in Germany asks for a search of EVSE
filtered by location around Malmö, both the request and the answer are routed through the same service
gateway.
Figure 4.2: Context diagram of the Roaming and Search services executed through the Marketplace
This simplified context diagram features the use of all three services currently offered through the Green
eMotion Marketplace. The bottom three blocks represent from the left the load management service from
Enel, Clearinghouse from SAP enabling roaming and a search engine from Siemens. The left side of the
context diagram illustrates the demo regions which are connecting to the marketplace and utilize the
roaming service offered by SAP. On the right side are all the demo regions that connect to the Marketplace
to offer their EVSE data for the shared database. There are two types of sharing of the EVSE data, either via
Dynamic
Service Gateway
Market
Place
UI
Roaming
SVC
Search
EVSE
SVC
Load
management
SVC
Roaming
Service
Search
Service

file transfer which is depicted at the bottom of the list, or through real time updates (EVSE occupied, EVSE
available, reserved, etc.). These data are utilized by EV drivers which can search through multiple front ends
such as website or mobile app (represented by the end user figure on the far right). The Enel load
management service users are not listed because it is in fact solely the Enel EV service provider itself and
Endesa service provider using the same backend system connected to the Marketplace and utilizing this
service.
The key factors influencing the future of business to business IT hubs for Electromobility are its
independence and cost. The independence or interdependence of the Marketplaces is defined by one of
the options discussed in chapter 3.2, Figure 3.2: Efficiency of information flow and interfaces through
shared central IT hubs. The interconnection of multiple private Marketplaces is one of the options for which
the Green eMotion team lead by Bosch and IBM created a detailed overview of multiple communication
patterns in deliverable D3.416
.
The figures below illustrate the communication between service requesters and service providers in
selected scenarios, which are in a broader perspective described in Annex A of this report.
1. Service via Multiple Marketplaces: The figure below illustrates the communication path between
the actors. A service requester (SR2) asks the market place (MP2) to which he is connected. MP2
knowing that this request is served by a service provider (SP1) connected to another market place
(MP1) forwards the request to MP1 and MP1 forwards the request to the corresponding service
provider (SP1). The answer from SP1 is transmitted the whole path back to SR2.
Figure 4.3: Direct communication through marketplaces
Scenario 2a: Multi Marketplaces
2. Service via Multiple Marketplaces connected to a central Marketplace. The longest
communication path of the selected scenarios. A service requester (SR2) asks the marketplace
(MP2) to which he is connected. MP2 knowing that this request is served by a service provider
(SP1) connected to another marketplace (MP1) forwards the request to the MP1 via the central
European Marketplace to reach the service provider connected to MP1.
16
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Figure 4.4: Communication through Marketplaces connected to a central Marketplace
Scenario 2b: Overarching European Marketplace
3. Service via a Single Marketplace. This scenario has the shortest communication path. A service
requester (SR2) asks a service provider for services (SP1) via a single Marketplace handling EV
information.
Figure 4.5: Communication via a single European Marketplace
The value created within Green eMotion is the description of an open IT architecture and the necessary
interfaces to run an electromobility marketplace independent of the market scenario. These descriptions
are documented in the public WP3 deliverables available at (http://www.greenemotion-
project.eu/dissemination/deliverables-ict-solutions.php) and can be used by everybody to build up
compatible systems as needed by the market, see also chapter 4.2.
EU
HUB
EU
HUB

4.2 ICT assets
The following figure gives a simplified overview of the involved components, partners and connections in
order to show the focus of the ICT prototype environment developed and demonstrated in Green eMotion.
Figure 4.6: Overview of business components and partners
The components that make up the Green eMotion marketplace eco-system can be separated in three
groups:
 Central components: Provide functionality that is used by many different partners and is not
specific to a particular region. Usually only one instance would exist for one specific component.
 Distributed components: Components that are operated by many different partners and/or
regions. These can be components that are used to integrate with a central component (e.g.
Clearing House) or components that only integrate with other distributed components (e.g. Energy
BCs).
 Marketplace: The required components that make up the marketplace act as the central hub for
integrating all other components. They provide generic functionality for offering, contracting and
using services provided by other components; both central and distributed components.
The ICT assets are all based on the requirements, interface specification, prototypes and ICT release
documents described in related deliverables (see table below). All of those deliverables, except Deliverable
3.12 and Deliverable 3.13 are publicly available17
.
17
http://www.greenemotion-project.eu/dissemination/deliverables-ict-solutions.php

Work Package Deliverable Description
WP3 D3.2 ICT Reference Architecture
D3.3 Requirements & Use Cases Release 1
D3.5 Interface Specification Release 1
D3.7 Prototype Release 1
D3.12 ICT System Release 1
D3.4 Requirements & Use Cases Release 2
D3.6 Interface Specification Release 2
D3.8 Prototype Release 2
D3.13 ICT System Release 2
D3.11 Deployment Plan
The release ICT environment (D3.12/D3.13 ICT System Release 1/2) has been used by the WP8 partners in
the European regions to develop and demonstrate electric mobility services (Clearing House and other
value-added services) in end-to-end scenarios (B2B and B2C) for all four functional domains:
1. Marketplace
2. Roaming
3. Charging
4. Energy.
Core/platform marketplace services
The core Marketplace service interfaces realized by IBM enables the use of the Marketplace to call services
that have been contracted on a B2B level between service requesters like EVSPs and service providers such
as EVSE operators. In addition to that the Marketplace is closely linked with the Clearing House
implemented by SAP for the validation of roaming agreements that was managed within the Marketplace.
In addition to these service interfaces, the Marketplace offers functionality for the offering and contracting
of services through user interfaces.
Roaming services
The roaming services enable the basic functionality of contractual clearing by the Clearing House as a first
step towards the overall goal for an interoperable charging infrastructure. All required service interfaces for
the contractual clearing are present. Two methods of authorization have been designed in order to cover
different scenarios. The first method is the authorization request done at the EVSE, using e.g. a RFID card,
which is then forwarded via the EVSE backend system to the marketplace. The second method it the so
called push authorization where the request is directly send to the marketplace using and app or website.
The marketplace will then inform the EVSE backend system about the successful authorization.
Charging/Driving services
The central charging services that were identified for specification are the “Search for a suitable EVSE”,
“Reservation of an EVSE” and the “Charging Location Management”. The “Charging Location Management”
is especially important since it is a core component and keeps all charging data and conditions. It is
therefore involved in many use cases outside the charging domain. Location Management and Search for a
suitable EVSE were realized with the Search service by Siemens that could be used from the GeM website.
Energy services
The Energy services outlined in this document enable the load and congestion management scenarios
between a DSO and an EVSE operator. Additional services that make current and historical usage data of
EVSEs are specified. These services might be used in several business scenarios which need yet to be
defined. Load management services were implemented in the Enel backend system.

Additional components have been developed to enhance convenience for the user and operator of the
charging infrastructure. These assets are:
 EV Driver Portal – Developed by IBM
 Network Operator Portal – Developed by IBM
 GeM Charging App – Developed by Bosch
Marketplace/Marketplace connection
Green eMotion started with a more or less single market place approach. That allows roaming between the
Green eMotion partners, because they are connected to this marketplace. However, in reality we have in
Europe several marketplaces and other business partners on the market are connected to one of those.
Within Green eMotion the necessary interface between marketplaces was developed and tested by
connecting the CROME marketplace to the Green eMotion marketplace. This set-up realized by Bosch
enabled roaming of customers from CROME partners at charging infrastructure of Green eMotion partners
and vice versa. More details are described in the deliverables D3.12 and D3.1317
.
4.3 Data collection and evaluation
Green eMotion brings together 11 demonstration sites across Europe. Over the project’s four years the
demonstration activities have been monitored including a great variety of fleets, vehicle types and charging
infrastructure. A total number of 689 EVs and 2,682 charging points were monitored and 1,362 users have
participated during the whole data collection process.
A final public report (D1.1018
) was carried out with the following contents:
Figure 4.7: Contents on report D1.10
PART I: Facts and figures on Green eMotion electromobility experience
The aim of this part was to publish the most important figures and results reported in Deliverable D1.4
“Monitoring Demonstration Region Lessons Learnt Report” about charging infrastructure and EVs. Further
analyses on GeM database were justified given the amount of data gathered, the quality and the
uniqueness in terms of scope and range. Given the confidentiality level of previous deliverables, an
overview on the most relevant results is also included to allow the usage of the main important figures in
future works.
18
http://www.greenemotion-project.eu/dissemination/deliverables-evaluations-demonstrations.php
•Deep statistical analysis performed in order to extract all valuable knowledge from the
data collected.
Further analysis on GeM data base
•In order to build a European global analysis, GeM conclusions will be compared with
other European projects and initiatives.
External Demo Sites analysis and comparison with GeM data
•Results on the implemented policies and its performance will be included.
Task 1.4 Survey on policies results

PART II: Electromobility data overview from other European demonstration projects.
This part describes the collaboration with the Joint Research Center, see paragraph “JRC report” for more
details. It also contains the statistical analysis of the data provided by the external demonstration sites,
which are external European projects that have shared their raw data with Green eMotion. It compares the
results within this European projects and highlights the main conclusions.
PART III: Impact of local measures on the diffusion of e-vehicles.
Within the framework of Green eMotion, in particular in Task 1.4, one of the main objectives was to assess
to what extent existing local policies foster the introduction of EVs in urban areas, where the benefits to
the air quality are the highest. To this end an analysis of the policies and measures adopted in the world
and in the cities partner of the Green eMotion consortium has been carried out. In the first stage a review
of the state of the art was carried out in order to understand the policies applied at local, regional and
national level to foster the diffusion of electric vehicles. Starting from these results an analysis
methodology was defined in order to assess the impact of local policies to support the diffusion of electric
vehicles in the cities partners of Green eMotion.
This deliverable is publicly available and may be used in the future as a reference on the state of the
situation of EVs in 2015.
JRC report “Guidance on data collection for European Electro-mobility Projects”
Another outcome of the data collection is the knowledge of the data collection process itself. Together with
JRC the report “Guidance on data collection for European Electro-mobility Projects” (see also Annex D) was
published. It aims to provide guidance on data collection to other European electromobility projects. The
experience gained from Green eMotion has been used to enhance and clarify the main aspects needed for
an extensive data collection on electromobility.
Three essential elements were considered for the electromobility data collection: EV users, charging points
and vehicles. The relevance of obtaining useful data from the three elements as well as from how they
related to each other is one of the results of GeM. In previous experiences, this data was always gathered
independently, which did not allow for a correct analysis of user behaviour. The JRC report details which
variables and connections must be carried out between the different elements and how to report them.
Additionally, all other technical variables are clearly detailed with units, format and gathering frequency.
Figure 4.8: Elements to be monitored within electro-mobility data collection
Figure 4.9 shows an example on the monitoring scheme for EVs. It is important to emphasize that not all
the vehicles or charging devices in the market are nowadays capables of gathering such detail of data, but
the intention of the report is to highlight the ideal scheme.

Figure 4.9: Monitoring scheme for electric vehicles
Lastly, a diagram on the methodology for the data gathering (Figure 4.10) is proposed to clarify that not
only the data collection is important but also the check-control. GeM has shown that not in all cases the
data reported were of enough quality and/or comprehensive enough to allow for a meaningful and
complete analysis. Various types of data such as coordinates, charging points or the battery’s state-of-
charge that was sometimes missing would make it almost impossible to analyse them correctly.
Figure 4.10: Diagram on the methodology of data gathering
Monthly data
provision
Quality
assessment
No
Raw data
Check-control
report
Quality standards
fullfilled?
Monthly data set
upload
Yes
Monthly data
set

4.4 Common standards for EU-wide electromobility
The main goal of the project is to promote the mass roll-out of electric vehicles (EV) in Europe. One of the
most important ways to achieve this goal is to promote standardisation of e-mobility. The use of “e-
mobility” instead of EV refers to the acknowledgement of the fact that EV largely depend on the charging
infrastructure, which in turn depends on the electrical grid. Therefore, communication between the electric
car, its charging infrastructure and the grid is key to achieving interoperability.
Since the very beginning of GeM, WP7 devoted to standardization and under the lead of CIDAUT has
analysed the EV, the charging infrastructure, the grid and the communication flow between those
elements. Several deliverables have been released within WP7. The following ones are the most relevant
for market development.
A first deliverable (D7.119
) on WP7 included a thorough review of technologies and standards in the
demonstration projects, as well as the most relevant activities carried out by the standardization groups in
areas related to e-mobility. The document included a considerable excel table containing information on
electromobility standards grouped according to four categories: vehicle, charging infrastructure, grid and
communications.
The harmonisation of technology and standards is key for the mass rollout of EVs and PHEVs across Europe.
This was the main message of a second deliverable on standardization issues and needs for standardization
and interoperability (D7.219
). This deliverable which has been updated three times during GeM, was
defined to monitor and manage the collection of standardisation issues and needs as emerged during the
different development phases of the demonstration projects as well as the evolution of standards and
related activities. Within this deliverable three surveys were carried out. The first one targeted the GeM
partners, while the other two were opened also to the participants of the stakeholders’ forum.
WP7 also performed a gap analysis of existing standards to identify critical areas where standards were
missing (Deliverable 7.319
). As a result, the lack of a single identifier for Electric Vehicle Supply Equipments
(EVSE) was detected. This work, carried out together with WP3, led to the creation of the eMobility ICT
Interoperability Innovation working group (eMI³). This is an open group of significant actors from the global
EV market that joined forces to harmonize the ICT data definitions, formats, interfaces, and exchange
mechanisms in order to enable a common language among all ICT platforms for electric vehicles. The work
carried out in the identification of critical areas where standards are missing was completed with a
workshop to gather feedback from standardisation bodies and associations. The results were summarised
in D7.519
.
To make the most of the impact and dissemination of WP7 findings, Task 7.5 focussed on three major
topics. First, infrastructure represents a key area as it needed further research on harmonising the
interfaces on communication between charging points and charging management system. The need to
analyse these requirements and functionalities led to the elaboration of the New Work Item Proposal
(NWIP) for the standardization bodies on communication messages focusing on defining the minimum
contents of this communication.
Second, in order to maximise the synergy between the GeM project and eMI³, a specific topic was defined
on the activities carried out by GeM (mostly WP3) within this group: identification and authentication of
users and other topics in order to ensure full interoperability of electric vehicle with recharging
infrastructure.
Last, concerning smart charging strategies from a grid perspective, the interface (communication) between
the DSO and the charging point operators has been developed and tested within GeM. Partners have
elaborated a comprehensive and clean document with definitions of key terms and concepts to be used as
a basic reference report for future standardisation work (D7.1019
).
19
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GeM is presenting the summary of standardization activities and findings on the Guidelines for
standardization and interoperability (D7.819
). This report contains both the evaluation of current standards
and the recommendations for future standards in view of an optimal level of interoperability. Among other
contents, the standardization roadmap towards interoperability also presented in this document, stating
missing standards and proposing a time line to achieve full interoperability of EV at European level by 2030.
A major outcome of the standardisation work regarding EV technology (WP6) is the perception and proof
that the definition and determination of the range and thus the energy consumption of an EV is critical and
not sufficient. Common methodologies to describe the absolute range (for an EV, but also for combustion
engine driven vehicles) as well as the energy consumption per 100 km, aren’t realistic especially since there
is no single value that can represent all conditions. Therefore a new testing methodology (SORDS) was
defined and evaluated (D6.320
).
4.5 Optimised grid and smart charging solutions
Electric vehicles impact on low-voltage grids
A rising deployment of electric vehicles in Europe is making the case for a more flexible power system at
the distribution level. Distribution system operators will need to prepare for increased electromobility that
can bring broader benefits for the energy system. How to cope with increasing electricity demand from
electric cars, in particular when this coincides with an overall high demand during peak times, has also been
subject of research in Green eMotion.
Interesting studies from work package 4 assess the impact of electric vehicles on distribution networks i.e.
low-voltage grids at residential level. These studies are particularly reflected in Deliverable 4.3 – A1 “EVs
impact on Power Quality related to harmonics: When adding EVs to low-voltage grids”, Deliverable D4.3 –
B1 “Grid impact studies of electric vehicles – Parameters for assessment of EVs impact on low-voltage grid”,
Deliverable D4.3 – B2 “Electric Vehicles and Grid: Reinforcement costs in Low-voltage grids”, as well as
Deliverable D4.3 – B3 “Grid impact studies of electric vehicles”21
.
Electric vehicle impact on power quality related to harmonics
As for the analysis on the EV impact related to harmonics (Deliverable 4.3 –A1), load simulations were
performed for three different charging strategies. In the “User Dependent” strategy, electric vehicles are
expected to be charged whenever it is most convenient to the driver. The “Timer Based” strategy allows
drivers to charge their EV outside peak load at certain times. Finally, in the “Load dependent” strategy EVs
are charged during periods of lower demand to avoid peak hours. Data has been used from low-voltage
grids from Denmark, Spain and Italy and six specific grids were selected for more in-depth analysis.
The outcome was that harmonics emissions from EV are not expected to lead to grid reinforcements in the
near future but could be considered as a severe issue in what concerns the correct operation of electronic
devices and communication. The results showed that sufficient short circuit level is the most important
parameter to avoid harmonic distortion, which should be considered when extending or reinforcing the
existing network. It was also shown that the total level of harmonics highly depends on other types of
equipment connected to the network.
Reinforcement costs in low-voltage grids
Deliverable 4.3 – B222
quantified the impact of EV on the reinforcement of LV distribution networks,
focusing on how different EV parameters affect the reinforcement costs. The evaluation was carried out
according to a set of scenarios that varied according to the following parameters: charging power, charging
profile, EV location, and EV penetration.
20
21
http://www.greenemotion-project.eu/dissemination/deliverables-infrastructure-solutions.php
22
http://www.greenemotion-project.eu/dissemination/deliverables-infrastructure-solutions.php

Load flow simulations have been performed on each scenario using ITRES, a tool developed by Imperial
College London in GeM to enable partners to analyse the impact of different EV uptake levels and charging
strategies on the local LV distribution network. The tool is able to evaluate reinforcement costs over a
number of years with a user-specific load increase, including benefits of smart charging strategies. The
reinforcement schedule and cost results have been analysed and comparisons have been made for
different charging profiles, different charging powers and different rates of penetration as well as the
location of the EV along the feeders.
An overview of the ITRES tool is provided in the figure below.
Figure 4.11: ITRES tool
The results showed that the key parameter was the charging profile i.e. charging management strategy.
Thus, a grid-friendly charging management could avoid significant reinforcements and the associated costs.
On the other hand however, the results showed that a simple timer-based charging management strategy
could result in a less grid-friendly charging process due to the charging synchronisation effect, leading to
significantly increased reinforcement costs. More elaborate timer-based charging management could prove
more effective.
The report showed that variations in EV penetration and charging power had a significant impact on
reinforcement costs, stressing the importance of accurate forecasting. EV location was also found to have a
critically significant impact, which showed that in order to evaluate the reinforcements associated with
voltage issues, allowing long feeder to accommodate a significantly large amount of EVs before
reinforcement is necessary.
Calculation of hosting capacity for EVs of exemplary grids
In order to carry out the analysis of network suitability to the roll out of EVs, an application software called
(MaRe – Network Margins) has been developed, which can evaluate the EV hosting capacity of LV
ITRES Tool
Developedby
Imperialin Green
eMotion
Outputs
Voltage Driven Reinforcements
ThermalDriven Reinforcements
Totalreinforcementcosts
EV Charging profiles
• Userdependent(UD)charging
• Timerbased (TB)charging
• Load dependent(LD)charging
LV Network (33 examples) Assets database and costing
Existing Load Profiles
side
0
5
10
15
20
25
30
35
40
45
50
0
2
4
6
8
10
12
14
16
18
20
1 2 3 4 5 6 7 8 9 10111213141516171819202122232425
NumberofEVs
Reinforcementcost(€k)
Year
UG-I UG-V OH-I OH-V GMT PMT EVs
0
5
10
15
20
25
30
35
40
45
50
0
2
4
6
8
10
12
14
16
18
20
1 2 3 4 5 6 7 8 9 10111213141516171819202122232425
NumberofEVs
Reinforcementcost(€k)
Year
UG-I UG-V OH-I OH-V GMT PMT EVs

networks. The tool has been further improved with the addition of new functionalities and optimizations of
the processing algorithms during the Green eMotion project.
The results of this analysis, using the MaRe tool, are described in deliverable 9.323
. It evaluates the network
capacity of hosting electric vehicles using, using data collected by smart metering systems. Such
information along with the knowledge of topology of low voltage networks, technical and constraints data
for all components allows evaluating the number of EVs that can be charged on each node of network. This
is done both considering an “uncontrolled” and a “smart” charging system. By using three kinds of
representative charging profiles, this tool has been applied to assess three different case studies, one in
Italy, one in Denmark and one in Spain.
4.6 Prototypes and hardware installations
The installation of charging systems for electric vehicles did not represent a main goal of the GeM project.
Nevertheless with the development of the demo regions within the project, in particular the replication
regions – it became necessary to build up chargers in:
 Copenhagen 2 charging points @ 1 AC charger
 Malmö 2 charging points @ 1 AC charger
 Bornholm 6 charging points @ 3 AC charger
 Budapest 20 charging points @ 10 AC charger
 Kozani 8 AC charging points @ 8 AC charger
 Athens 7 AC charging points @ 7 AC charger
 Malaga 40 AC charging points @ 10 AC charger
+ 1 DC charging point with Chademo outlet
 Dublin 1 DC charging point with multiple outlet
The DC charger installed in Malaga is used in combination with a second life buffer battery. The developed
system allows reducing the impact of the EV fast charge on the electric grid: it reduces the maximum
demand of the system at the same time that compensates the reactive power consumed by the charger.
WP5 delivered several prototypes that were implemented and tested during the project:
 A battery swapping station
 An inductive charging system
 A soft open point for power management in low voltage lines
To support EV measurements, DTI invested in a mobile battery test platform, the so-called „Batmobile”.
This vehicle is based on a standard van and has all the necessary equipment on board to test batteries, but
also to service EVs, including a mobile CHAdeMO fast charger.
4.7 Communication
4.7.1 Policy guidelines and recommendations
Deliverable 9.723
of Green eMotion analyses various groups of stakeholders and their charging needs in
order to identify the main barriers related to the large-scale deployment of electric mobility. Several
solutions were then identified, alongside recommendations for actions towards policymakers and other
stakeholders. Eight topics are particularly important to overcome barriers:
Avoiding peak power demand: Drivers will typically park their cars at similar times, which can coincide with
a peak in the general demand for electricity. If those cars also charge at the same time, they would require
23

a large amount of peak production, which is more costly. To avoid higher electricity costs, it is necessary to
spread the demand through smart charging (i.e. use devices and software to control the moment when
charging occurs). Policymakers, regulators and infrastructure operators can provide support, enforce
standards, set up networks for smart charging, and provide drivers with the right incentives to use smart
charging.
Minimise local congestions: An increase in EV ownership in a certain region can create congestions in the
local, low-voltage grid. To overcome this, policymakers and regulators can set up the right frameworks for
the introduction of smart grids, which DSOs will deploy. DSOs should also develop demand forecasts to
identify grids that might get congested.
Incomplete or competing standards (e.g. different types of plugs or communication systems) can be an
obstacle to interoperability. Policymakers, regulators, providers and equipment manufacturers should get
together to further develop and implement standards.
Installing charging hardware is costly, especially in existing buildings and structures. Regulators can help by
putting requirements in building codes and tenders for charging infrastructure.
Finding the right matching services for public charging infrastructure (shops, restaurants, parking, etc.) can
make or break a business case. For example, quick charging should be proposes at locations where a quick
customer rotation is crucial (such as on highway stations).
The utilization of public charging infrastructure will often be low, especially in initial phases. This may
discourage investors, as they would face a long payback time (or no possibility to get their investments
back). Policymakers can help by subsidizing vehicle adoption and the deployment of charging infrastructure
in its early (unprofitable) stages.
EV purchase prices considerably higher than for combustion engines. Tax incentives can be used to reduce
this gap. Policymakers can also introduce information requirements at dealerships. The requirement would
be to display the car’s total cost of ownership, which would be more favourable for EVs than a purchase
price comparison. They can also use other channels (websites or apps) to provide customers with such
information.
Range anxiety: Such issues are mainly due to information availability on charging possibilities and optimal
charging/driving behavior, rather than actual extra range needs. Policymakers, EVSE operators, EVSPs and
manufacturers should work together to provide drivers with information on charging possibilities and
optimal behavior (training/information materials, signage, etc).
Policymakers are looking for guidance when rolling-out large-scale infrastructure for EVs in cities and
regions or developing electromobility strategies and policies. In deliverable 10.723
, Green eMotion seeks to
offer such guidance at different levels:
Local - Local policymakers should not approach electromobility as an independent element, but should
integrate it within their larger efforts to make transport sustainable. To do this, they need to look at the
specific demands of electromobility within their transport strategies (e.g. as part of their Sustainable Urban
Mobility Planning (SUMP)). To that effect, the chapter aimed at local policymakers identifies the various
stakeholders, most notably what the various EV users group need, what charging services the various
providers will offer, and how those two elements match. The issues that result from trying to match these
elements and deploy electromobility on a large scale are sorted according to the level of required
involvement from local authorities. The second part lists tools local policymakers can use to stimulate EV
uptake (through financial and non-financial support and procurement rules), help deploy charging
infrastructure (for the various types of charging infrastructure), and reach out to citizens (promotion and
information).

National – As a start, national governments need to develop a national vision on clean, efficient and low-
carbon mobility, including electromobility as one of the key elements. Next, they have to define clear
targets for the roll-out of EVs and charging poles over time, which need to be supported with an action
plan. This action plan involves several roles for the national government, including: organization and
facilitation (e.g. engaging key stakeholders), regulation and coordination (e.g. providing national laws and
regulations), supporting the roll-out of vehicles and infrastructure (e.g. incentives) as well as monitoring
and evaluation.
EU – The European Commission plays a crucial role in fostering and enabling electromobility roll-out, by
providing guidelines, norms and directives. Key legislation includes the CO2 emissions standards for cars
and vans, with a target of 95g CO2/km set by 2021 and more stringent 2025 targets currently under
discussion. Meeting these increasingly lower CO2 standards with ICEs becomes increasingly costly over time
and finally impossible when the theoretical efficiency limit of ICEs is reached. Another is the EU directive on
alternative fuels infrastructure adopted in September 2014 which is important for electromobility roll-out
as it provides guidelines and obligations for electric charging infrastructure.
4.7.2 European Electromobility Stakeholder Forum
The purpose of the Green eMotion External Stakeholder Forum (GeMs Forum) was to increase knowledge
sharing between the Green eMotion project and its stakeholders. These included municipalities,
governments, regions, industry, utilities, OEMs, private businesses and universities. The objective was to
inform stakeholders as well as raise awareness of the findings and knowledge gained through the project. It
also sought to gather information and feedback to further enhance the work being done, in order to make
mass market adoption of electric vehicles a reality in Europe through the Green eMotion Project.
During the 4 years of the Green eMotion project 10 Stakeholder Forum meetings were held. For the 9th
Green eMotion Stakeholder Forum meeting Green eMotion organized a Rally to Brussels. That was the first
electric vehicle rally from the Green eMotion demonstration regions to Brussels. Five teams – EDF
(Strasbourg), ESB (Belfast), RSE (Milano), TÜV Nord (Hanover), and Verbund (Vienna) – drove with electric
vehicles to Brussels using different charging stations along the way.
The tour culminated in a high-level conference with Vice President of the European Commission and
Commissioner for Transport Siim Kallas. A parallel interoperability demonstration showed that the
Marketplace developed within the project now allows Europe-wide access to charging infrastructure.
The tenth and last External Stakeholder Forum was held together with the projects ZeEUS and FREVUE as
already other forums before. This has allowed more interaction between the projects. The workshops
which generally have one speaker from each project, helps networking and gives each speaker a better
opportunity to understand the research and trials being carried out in each project. With about 190
participants a broad audience was reached. A dedicated Green eMotion session gave the opportunity to
present the most important final results of the project.
4.7.3 Educational website
One of the outcomes of Green eMotion is a public education website accompanied by a printed guideline
handbook available in different languages:
 Link to Educational Green eMotion web site: http://education.greenemotion-project.eu
 Link to handbook in English, German and French:
http://education.greenemotion-project.eu/library.aspx
The handbook and website have been targeted at users and stakeholders who are not directly involved in
the electric car industry. This includes such groups as potential EV-owners, fleet operators, motorists,
cyclists, teachers, planners and policy makers. The web site is open to everyone and can be automatically
translated into 81 languages.

The topics for education are shown in Figure 4.12.
Figure 4.12: Contents pictured in the four quadrant framework
By clicking on one of the subtopics, e.g. “The benefits of electro mobility” a new page with a text and
pictures explaining the topic will appear.
For illustrational purposes a total of 4 animated videos24
were produced by the help of a cartoonist. Also a
number of live action videos featuring participants of the project and some invited people were produced
within the project and implemented in the handbook. Each video has a specific topic as shown in Figure
4.13. The topics were choosen based on the experience of the project team. This includes experience from
previous EV projects as well as talks with salespeople and current EV users.
After each chapter in the web based education site there is a possibility to take a test. The test result will
show whether the learner understood the principal messages of the previous chapter.
24
http://education.greenemotion-project.eu/library.aspx

Figure 4.13: Live action movies recorded in WP10 of the project

5 How to maintain Green eMotion deliverables: an Action Plan for 2015 to
2020 and beyond
5.1 ICT infrastructure for a European marketplace
This section presents possible alternatives for how a European solution for an interconnected public
charging infrastructure could look like. Basis for this discussion is the GeM ICT architecture as described in
chapter 4.1 and annex A.
As a result of the stakeholders’ analysis described in annex A this section will only discuss possible ways for
scenarios 2a “Multi Marketplaces” and 2b “Overarching European Marketplace”. This chapter also keeps a
short description for scenario 3 “Single European Marketplace” although stakeholders do not recommend it
as an option for the future development of the EV market.
5.1.1 Scenario 2a: Multi Marketplaces scenario– a European industry association supporting
standardised interfaces
In this scenario, the evolving electromobility marketplaces will operate in a competitive environment based
on who offers the best services. Emerging marketplaces and clearinghouses across Europe would connect
to each other based on their bilateral agreements, through an inter-marketplace interface accepted as a
standard.
In order to facilitate interoperability between the different marketplaces and to agree on key identifiers
and ICT protocols, Task 10.7 partners suggest that the players could join the eMI3
group which could serve
as an umbrella for the competing marketplaces and support interoperable standardised interfaces. The
GeM consortium and other partners for this reason established the eMI3
group with the purpose of
enabling global EV service interoperability by harmonising existing and preparing standardisation of future
ICT data standards and protocols.
In the telecommunications sector for instance there is similarly no single company that offers roaming and
operates across the EU although it is a mature sector. There are only bilateral agreements supported by
standards between telecommunications providers. A GSM association was formed for mobile operators
with the aim of supporting standardisation and the promotion of GSM mobile telephone systems. However,
the number of phone carriers is by far lower than the number of companies involved in electromobility and
the effectiveness of the implemented system is questionable.
The social investment of this scenario is the most difficult to assess. There are no direct investments by the
public sector, but the risk of technology lock-ins and compromising of free competition are high, with
potential immense social cost implications.
5.1.2 Scenario 2b: Overarching European Marketplace operating in a public-private partnership
In this scenario, the GeM marketplace could continue as an overarching public-private marketplace to
which the private regional and local hubs would connect. Service providers, either individually or grouped
in regional marketplaces could offer services through a central European Marketplace operating in a
competitive environment.
The ICT infrastructure of the marketplace could be tendered every five years and a private ICT provider
would gain a concession to operate the pan-European Marketplace. The awarded provider will also provide
services allowing for fair competition between electromobility stakeholders.
The nuance of this scenario would be that an existing, or for this purpose possibly established EU public
entity could also co-own the Marketplace thereby exercising a certain control over the electromobility
market and thus pro-actively diminishing the risk of a potential anti-trust behaviour, technology lock-ins,
and interoperability issues.

The EU public entity would receive a budget from the European Union to co-fund the operation of the
Marketplace and pay to the private ICT provider for the service of operating the Marketplace. The private
ICT provider would also seek additional revenue from the participating service providers, regional
marketplaces and other stakeholders in order to reduce the need for agency funding over time. Thus the
EU public entity with the backing of the European Union would commit to a regressive funding model. It
would also foster creation and development of local private hubs that would connect to the Marketplace.
The main reason for this funding is to ensure an adequate availability and operation of the Marketplace to
all stakeholders, even start-up companies, as well as a gradual increase of stakeholders connected to the
Marketplace. Once the Marketplace would be self-sufficient in its cash-flow, this will be reflected in the
concession model. This scenario could also require supervision by the EU authorities for competition and
anti-trust law to prevent the winning ICT operator of the Marketplace from taking over the market and
enable unfair competition.
The direct public investment in this scenario is the highest from all due to the introduction of an additional
element in the private hierarchy, but the quality and local adoptability of the infrastructure may prove to
bring its return.
5.1.3 Scenario 3: Single European Marketplace
In this scenario, a Marketplace based on GeM or similar could theoretically continue as a single pan-
European Marketplace as a shared IT hub owned by industry partners, integrating over time the operating
regional or local marketplaces. Technically, all the transactions will take place via the single European
marketplace. The end user management and services would be owned by local providers, all connecting to
the Marketplace.
The advantage is that a truly harmonised European solution would achieve high efficiency of build,
operation and development of the infrastructure. The competition would move from the ICT core services
for the marketplace level to the B2B service domain where the real business is made. The overall direct
public as well as overall social investment is the lowest of all scenarios, but it would require a wide
consensus of the entire industry. A non-profit European Industry Association like eMI3 could operate and
develop the Marketplace in a consensus based way.
This scenario could be regarded as building highways in a joint effort and competing on the transport
services for electromobility. The EU commission could fund the transition period in a private-public
partnership.
5.1.4 Implementation scenarios of the Green eMotion Marketplace
In both the “Multi Marketplaces” and the “Overarching European Marketplace”, more electromobility
marketplaces will evolve with the electromobility market improving in some countries in addition to
existing and emerging marketplaces and clearinghouses. They will connect to each other either on a
multilateral basis or to the central European marketplace, with an option to operate a GeM protocol
marketplace or to continue the previously developed. In the “Single European Marketplace scenario”, a
marketplace similar to GeM could continue as a single shared IT hub. There is no need for other operating
regional or local marketplaces.
To support full interoperability and common standardised interfaces, a European industry association could
serve as an umbrella for the marketplaces in the “Multi Marketplace” scenario. In the Overarching
European Marketplace scenario, the GeM marketplace will continue as a public-private Marketplace to
which the private regional and local hubs will connect, as well as service providers. An existing or for this
purpose established EU public entity would also own/co-own the Marketplace to diminish the risk of anti-
trust behaviour and technology lock-ins. And finally, in the Single European Marketplace scenario, a non-
profit European industry association could operate and develop the Marketplace on a consensus based
way.

5.1.5 Outlook
The platform operators e-clearing.net, GIREVE, MOBI.E, Enel and Hubject, decided to launch a cooperation
aimed at interconnecting five major eRoaming platforms in Europe25
. The five platforms have each
established their own eRoaming solutions and service offerings in different European countries. With the
launch of the Pan-European eRoaming initiative in the autumn of 2014, the partners joined forces with
more than 30 other companies from different industry backgrounds with the view to further promoting the
interconnection of these platforms. The ultimate aim of the initiative is to reduce the existing barriers and
provide a European interoperable charging infrastructure. As a very first step, the platform operators are
embarking on a process of mutually exchanging the geographical data required to locate the charging
stations connected to their respective networks. The partners also plan to demonstrate their ability to
enable users to charge their electric vehicles at networks connected to any of these five eRoaming
platforms through so-called “interroaming”, within 2015.
The partner Enel will contribute with its experience with the Green eMotion marketplace. Also the
standardisation work in eMI3 will be fundamental for the realization of this multi marketplaces scenario (s.
chapter 5.1.1).
5.2 Usage of ICT Assets after the project end
In this section each partner who contributed to the implementation of an IT component in Green eMotion
provides a statement of the further use after the project ends.
5.2.1 Marketplace and Central Components
Marketplace – contributed by IBM
The Green eMotion ICT reference architecture for the central B2B Marketplace platform is divided in three
domains:
1) Service Creation Domain
2) Service Execution Domain
3) Service Delivery Domain
For the first two domains, IBM has since end of 2014 developed a commercial product offered on the
market called: IBM DevOps Services and IBM Bluemix. The Service Delivery Domain will be customized for
IBM clients and integrated into their business processes. This part of the B2B Marketplace platform
developed by IBM as a prototype during the Green eMotion project will be adopted and enhanced to our
business clients needs and integrated into their “mobility” offerings for their end-customers.
IBM is promoting and offering the B2B Marketplace platform to business clients in the broader context of
“mobility” services in Europe; electromobility is one part of the mobility services offered by them.
IBM, as a member of the EU Platform for Co-operative Intelligent Transportation Systems (C-ITS) is going to
promote the usage of the concept of a B2B Marketplace for interconnecting stakeholders in the ITS
ecosystem, including electromobility scenarios.
Clearinghouse – contributed by SAP
Regarding the Clearinghouse and Roaming services developed by SAP as a prototype, SAP will monitor
electromobility market trends. Further on, based on the market development, SAP will take decisions about
the productisation of electromobility services and/or solutions.
25
Press release as of March 24
th
2015 available at
http://www.hubject.com/pdf/PM_hubject_20150324_EN.pdf

Search for EVSE – contributed by Siemens
As part of the project, Siemens developed a central service “Search for EVSE” as a prototype. The service
has connections to the Charging Management System (CMS) of the demo regions and also an interface to
User-Front-Ends like the Green eMotion Web-Page or Charging App. The functionality was developed with
reference to the over-all ICT architecture and interface specifications as defined in the relevant project
deliverables.
The future market size for electromobility products is not clear at the moment. However, Siemens will
observe electromobility market trends. Further on, based on the market development, Siemens will take
decisions about the development and offering of electromobility services and/or solutions. The gained
knowledge of handling EVSE data from different EVSE operators will be used for the enhancement of
Siemens software products if applicable.
Energy Management – Contributed by Enel
Energy Management/Load Management services developed by Enel will be key part of industrial
exploitation of software components/interfaces for Enel. A Smart Charging product roadmap, based on
Green eMotion load management developments, has already been defined with the goal of enabling smart
charging functionality for the end user by end of 2016, in partnership with major EU OEMs and aligned with
the outlook of PlanGridEV project, Grant Agreement No. 608957
Markeplace 2 Market place Adapter – Contributed by Bosch
The regional partners EDF, Bosch and EnBW were already connected via the CROME Project Marketplace.
Within Green eMotion an adoption layer was developed to interconnect the CROME with the Green
eMotion Marketplace. This represents an implementation of a marketplace – marketplace connection as
described in scenario 2a, see chapter 5.1.1.
This technology of a market place to market place adoption will be further extended and productized It was
added to the service offering of Bosch Software Innovations. This includes amongst others the multi
marketplace adapter technology as well as the market place itself targeting the more broad solution space
of mobility.
5.2.2 Distributed Components
CMS adopted – contributed by Bosch
Bosch developed and transferred the GeM data structure and processes as much as possible in the core
product. However, due to the extent of some modifications and other project and market requirements not
the full specification could be implemented.
Bosch will base future developments of the products on these results integrating market requirements and
standards e.g. published by the eMobility Interest Group (eMI3
).
CMS adopted – contributed by EDF
Included in Bosch CMS, see paragraph above.
CMS adopted – contributed by Enel
The CMS developed by Enel within Green eMotion is used in the demo regions: Spain (Endesa), Greece
(PPC) and Austria (Verbund).
Enel EMM Platform is the Enel’s back-end system for electromobility. It serves the purposes of Charging
Point Operator, Service Provider customer relationship management and B2B MarketPlace, so it is not
limited to the CMS purpose alone.
Currently Enel’s EMM Platform serves 2,500 + charging stations across Europe, mostly in Italy, Spain,
Greece and Slovakia, and different charging point operators and services providers. The CMS in Austria is an
own instance of the system operated by Verbund.

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