Specifieke acties in Europa voor elektrische voertuigen (volgens COM(2010)186 finaal )
1. Placing on the market
Type-approval for road vehicles20 has been extended to cover all propulsion systems with the aim of removing potential regulatory barriers and to ensure that alternative propulsion vehicles are at least as safe as conventional ones. Therefore, common rules have already been set out for hydrogen powered vehicles, gas fuelled vehicles and biofuels21. Common requirements are needed for electric vehicles too, which will facilitate legal certainty for industry and protect consumers.
2. Standardisation
Common standards should allow all electric vehicles to be charged and to communicate with the electricity grid anywhere in the EU and also with all types of chargers. Investment in electric charging points based on different standards should be avoided as far as possible. Compatibility problems that prevent drivers from charging at any available point could undermine consumer confidence in electric vehicle technology.
Slow vehicle charging from existing electric sockets is already possible. However, fast charging with high voltage, public charging points and the need to ensure communication between the vehicle and the electricity grid requires a dedicated plug and socket, which needs to be standardised at the EU level to ensure interoperability. The quick adoption of a European standard would reinforce the global competitiveness of European industry by making it an early mover in the area. The standard shall take into account ongoing work at international standardisation bodies.
The Commission - through working together with international partners at the UNECE - will:
• propose electric safety requirements for vehicle type-approval in 2010;
• review other type-approval requirements covered by Directive 2007/46/EC by 2011;
• review crash safety requirements and consider whether the quietness of these vehicles is potentially dangerous to vulnerable road users by 2012.
The Commission will:
• within the framework of Directive 98/34/EC22, mandate the European standardisation bodies in 2010 to develop by 2011 a standardised charging interface to ensure interoperability and connectivity between the electricity supply point and the charger of the electric vehicle, to address safety risks and electromagnetic compatibility and to consider smart charging (the possibility for users to take advantage of the use of electricity during "off peak hours"; (Regulation (EC) No 79/2009 (OJ L 35, 4.2.2009, p. 32); UNECE Regulations 67 and 110; Directive 2009/30/EC (OJ L 140, 5.6.2009, p. 88). OJ L 204, 21.7.1998, p. 37.)
• identify a method to implement that standard, so that the interoperable interface is adopted by all industry players, including vehicle manufacturers, electricity providers and electricity distribution network operators;
• constantly monitor global technological and market developments to update European standards if necessary.
3. Infrastructure
With the entry into the market of electric vehicles, consumers can start charging them from existing power points. However, publicly accessible charging points will have to be provided to meet consumers’ needs on battery charging. An adequate electric charging network will require significant investment and definition of standards on safety, interoperability and payment. An assessment needs to be made whether synergies exist between capacity build up for electric and hydrogen vehicles and their connection to low-carbon electricity sources.
4. Energy, power generation and distribution
The impact of green vehicles with alternative technologies needs to be thoroughly assessed and compared with the impact of conventional vehicles using a life cycle approach. Such an approach considers the impact of the 'well-to-wheel’ emissions (For 'well-to-wheel' (or WTW) impact means the sum on the impact of fuel production (well-to-tank) and the impact of the vehicle use (tank-to-wheel). WTW is an important element of the complete life cycle impact of a vehicle that also includes the environmental impact of production and disposal of the vehicle.), including emissions from electricity generation as well as the environmental impacts due to the production and disposal of the vehicle.
Electrifying transport is expected to lead to a increase in overall electricity demand, albeit not sudden given that the market introduction of electric vehicles will be gradual (The European Topic Centre on Air and Climate Change: Environmental impacts and impact on the electricity market of a large scale introduction of electric cars in Europe, p. 97.). However, especially if vehicles are charged at peak times, additional demand could lead to a need to install additional, potentially carbon-intensive power generation capacity. The risk can be mitigated if rechargeable vehicles are fully integrated into the electricity grid towards the implementation of smart grids, smart metering and appropriate consumer incentives as well as with other business models, such as exchange of batteries. Full integration would also allow batteries in electric vehicles to serve as secondary storage capacity for excess renewable energy production.
This means e.g. adapting the existing electricity distribution network and developing smart grids and communication protocols between the vehicle and the grid, enabling charging to be automatically timed to coincide with off-peak or excess intermittent renewable electricity, taking into account pricing impacts.
The Industrial Initiatives of the European Strategic Energy Technology Plan (SET-Plan) will be playing an important role in these developments. In particular the Electricity Grid Initiative anticipates the development of the electrification of transport while the European Industrial Bioenergy Initiative aims at further developing the technologies for producing advanced biofuels while respecting the sustainability criteria of the Renewable Energy Directive.
The Commission will:
• provide a leading role in working with Member States at national and regional level on the build-up of charging and refuelling infrastructure in the EU;
• explore with the European Investment Bank how to provide funding to stimulate investment in infrastructure and services build-up for green vehicles.
The Commission will:
• determine and compare the environmental and carbon footprint of vehicles (internal combustion engine, electric, gas fuelled vehicles and hydrogen) based on a life cycle approach;
• evaluate whether the promotion of electric vehicles leads to the additional provision of low-carbon electricity generation via the promotion of low carbon energy sources to ensure that the electricity consumed by electric vehicles does not go to the detriment of low carbon electricity already expected from meeting the requirements of the Renewable Energy Directive25;
• evaluate the impact of the increased requirement for low-carbon electricity on the supply system and on the grid.
5. Recycling and transportation of batteries
Intensive use of batteries by electric vehicles brings its own environmental implications. Similarly hydrogen fuel cells will bring new issues such as the recycling of platinum catalysts. A high rate of recycling is also justified given the scarcity and price of some of the raw materials.
When they are no longer of use in vehicles because their energy storage capacity falls, batteries could be used for other purposes, such as stationary energy storage in homes. Provisions and schemes for this ‘secondary use’ will be considered.
The quantity of operational batteries that can be transported is currently limited by the Directive on transport of dangerous goods26. The resulting high transport costs contribute to the high cost of vehicle batteries.
