Electric Vehicle Regulatory Reference

Guide [DRAFT 1]

Prepared for: The United Nations Economic Commission for Europe

(UNECE) Electric Vehicles and the Environment Informal Working Group
(EVE IWG)

Prepared by: FEV, Inc.

 EV Regulatory Reference Guide [DRAFT 1]

0 Table of Contents

1 Introduction ...................................................................................................................................... 4
1.1 Overview of EVE IWG .............................................................................................................. 4
1.1.1 Summary of EVE activities to date .................................................................................. 5
1.2 Purpose of EV Reference Guide .............................................................................................. 5
1.2.1 Document aim, intended audience ................................................................................. 5
1.2.2 Connection to WP.29, potential GTR development ........................................................ 5
1.3 Outline of EV Reference Guide ................................................................................................ 6
1.3.1 Guide components, section logic .................................................................................... 6
2 Reference Guide Design & Methodology ........................................................................................ 6
2.1 Design of the EV Reference Guide .......................................................................................... 6
2.1.1 Guide organization; rationale .......................................................................................... 6
2.1.2 Scope of guide ................................................................................................................. 6
2.2 EV Reference Guide Methodology .......................................................................................... 7
3 Summary of Findings ....................................................................................................................... 9
Vehicle Attributes ................................................................................................................................ 9
3.1 Electrified Vehicle Range ......................................................................................................... 9
3.2 Energy Consumption/Efficiency ............................................................................................ 10
3.3 Electrified Vehicle Driver-User Information .......................................................................... 11
3.4 Electrified Vehicle Recycling and Re-use ............................................................................... 11
3.5 Vehicle Labeling..................................................................................................................... 12
Battery Attributes.............................................................................................................................. 13
3.6 Battery Performance ............................................................................................................. 14
3.7 Battery Durability .................................................................................................................. 15
3.8 Battery Recycling ................................................................................................................... 16
3.9 Battery Re-use (post-mobility) .............................................................................................. 17
Infrastructure Attributes ................................................................................................................... 18
3.10 On-board Charging System.................................................................................................... 19
3.11 Off-board Charging Standard Related to the Vehicle............................................................ 19
3.12 Wireless Charging .................................................................................................................. 20
3.13 Vehicle as Electricity Supply .................................................................................................. 21
Market Deployment .......................................................................................................................... 22
3.14 Regulatory Incentives ............................................................................................................ 22
4 Conclusions ................................................................................................................................... 24
4.1 High Activity Areas ................................................................................................................ 24
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4.2 Low Activity Areas ................................................................................................................. 25
4.3 Gaps and Implications of the Analysis ................................................................................... 26
4.3.1 Vehicle Attributes .......................................................................................................... 26
4.3.2 Battery Attributes .......................................................................................................... 27
4.3.3 Infrastructure Attributes ............................................................................................... 27
4.3.4 Market Deployment Attributes ..................................................................................... 28
5 Next Steps ..................................................................................................................................... 28
5.1 Vehicle Range & Efficiency Testing........................................................................................ 28
5.2 Vehicle Labeling..................................................................................................................... 29
5.3 Battery Performance ............................................................................................................. 30
5.4 Battery Recycling & Reuse..................................................................................................... 31
6 Annex............................................................................................................................................. 32
6.1 Financial incentives ............................................................................................................... 32
6.2 Consumer Awareness ............................................................................................................ 32
6.3 Government Purchase ........................................................................................................... 32

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1 Introduction

1.1 Overview of EVE IWG

The formal name of the United Nations Economic Commission for Europe (UNECE)
international Electric Vehicle (EV) working group is the Electric Vehicles and the Environment
Informal Working Group (EVE IWG). The working group is under the Working Party on
Pollution and Energy (GRPE), which operates as a part of the World Forum for the
Harmonization of Vehicle Regulations (WP.29) through the UNECE. The international EV
working group was established in March 2012 to address environmental issues associated
with EVs and a Terms of Reference (TOR)i was developed; at this time a separate group
focused on EV safety was also establishedii. Participation in the working group is open to all
UNECE Contracting Parties and interested non-governmental organizations, like EV and
battery manufacturers and suppliers. The working group leadership derives from 4 countries:
the United States, Japan, China, and Canada. The role of each country in the leadership
organization is depicted in Figure 1.

Figure 1 : Leadership Organization Chart, EVE IWG

As a working group under WP.29, the EVE IWG has the following broad goals that are
stipulated in the group’s TOR:
a) Exchange information on current and future regulatory requirements
for EVs in different markets
b) Identify and seek to minimize the differences between regulatory
requirements, with a view toward facilitating the development of
vehicles to comply with such requirements
c) Where possible, develop common requirements in the form of one or
more UN global technical regulations (GTR)

The following specific objectives were established by the EVE IWG in the group’s TOR:
a. Develop a priority list of topics to address the most timely and significant
considerations before the EVE informal working group.
b. Understand and document the current consideration of EVs under the work of
other established informal working groups: EVS, WLTP, HDH, EFV and VPSD.
c. Establish a mechanism for sharing ongoing research and information sharing on
topics related to EVs and the environment.
d. Develop a reference guide for regulatory activities already established or being
considered by contracting parties.
Along with the above, the EVE IWG aims to stay abreast of developing concepts and
implementation strategies for the development of the possible GTRs and the introduction of
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EVs through regular dialogue and expert presentations. Also, EVE IWG activities are
assessed for synergy and overlap with existing work already being conducted by other
WP.29 informal working groups.

1.1.1 Summary of EVE activities to date

The goals and objectives noted above have been implemented through a series of EVE IWG
meetings, where the following activities have taken place:
 Review and acceptance of group TOR
 Roundtable discussions to establish working priorities and methodology
 Various presentations relating to the EV questionnaire and Guide development
o Development of the questionnaire document
o Summary and review of responses
o Presentation on completed questionnaires (4 presented to-date)
 Presentations aimed at information sharing
o Presentations by representatives of related IWGs at meetings: Electric Vehicle
Safety (EVS) IWG, Worldwide harmonized Light duty Test Procedure (WLTP)
IWG, Heavy Duty Hybrid (HDH) IWG, Vehicle Propulsion System Definitions
(VPSD) IWG, and Environmental and Propulsion Performance Requirements
of L-category vehicles (EPPR) IWG
o Presentations from industry, trade organizations, NGO’s, and technical
experts (10 presented to-date)
o Presentations of national frameworks by appropriate country representatives
(4 presented to-date)

1.2 Purpose of EV Reference Guide

The development of the guide is appropriate in the context of the IWG EVE’s charter and
objectives, as reflected in statement d of the working group’s specific objectives outlined
above.

1.2.1 Document aim, intended audience

The EV Reference Guide is intended to serve as a single point of reference relative to the
worldwide EV environmentally-related regulatory landscape as it is today. The document
captures the existence and extent of regulations relating to critical EV attributes including any
standards that are available for voluntary compliance. Additionally, the guide highlights any
on-going efforts to develop appropriate standards and regulations. The primary intended
audiences of the document are members of government and non-governmental regulatory
bodies and agencies involved in the implementation and adoption of policy and regulations
relating to EVs. The guide will expose differences in regulatory requirements as well as
highlight gaps in the regulatory framework, allowing these parties to put forward actions to
minimize differences and narrow gaps. In addition, the guide will be part of the public
domain and therefore be available as a source of information to other EV industry
stakeholders such original equipment manufacturers and suppliers of EV components such
as batteries, power electronics, and charging solutions.

1.2.2 Connection to WP.29, potential GTR development

The reference guide through its thorough overview of the EV regulatory landscape permits
the observation of issues and gaps that could potentially be addressed via the pursuit of UN
Global Technical Regulations (GTRs). The reference guide serves to highlight such
opportunities that after thorough review by the IWG EVE including consideration of potential

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benefit and any overlap with efforts on-going in other informal working groups can be
recommended to GRPE and subsequently to AC.3 for development and adoption. Actual
development of GTRs is not part of the scope of the reference guide or the current working
group mandate.

1.3 Outline of EV Reference Guide

1.3.1 Guide components, section logic
The layout of the reference guide focuses on an explanation of the document’s purpose, the
methodology employed in its creation, a thorough overview of the findings, followed by
conclusions, and recommendations in response to the results of the study. A chapter outline
for the guide is given in Figure 2.

Figure 2 : Chapter Outline, EV Reference Guide

2 Reference Guide Design & Methodology

2.1 Design of the EV Reference Guide

2.1.1 Guide organization; rationale
The EV reference guide is organized according to so-called ‘attributes.’ An attribute is
defined by the IWG EVE as a characteristic, activity or requirement related to EVs and the
environment. This approach was pursued in an effort to minimize confusion related to the
interpretation of wording, such as regulation, legislation, etc. Each attribute is defined.
Definitions established in GTRs (2, 4, 10, 11), under development in other WP.29 working
groups (EVS, VPSD, WLPT, HDH), found in WP.29 documentation (R.E.3, S.R.1), and
established by other organizations (ANSI, ISO, IA-HEV) were scanned for relevance to this
work and were used where appropriate.

2.1.2 Scope of guide

Attributes related to EV safety were not included (i.e. crash testing; electrical safety
standards for internal wiring, etc.). Attributes are grouped by those related to vehicle, battery,

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charging infrastructure and market deployment support (Fig. 3). In order to remain within the
scope of the WP.29 (vehicle-only related regulations), attributes related directly to the vehicle
and battery were prioritized; charging infrastructure attributes related directly to the vehicle
and market deployment support attributes were also included, but are of lower priority.

Figure 3 : Groups and Corresponding Attributes, EV Reference Guide

2.2 EV Reference Guide Methodology

In order to gather input from Working Party on Pollution and Energy (GRPE) Contracting
Parties, relevant working groups, and other stakeholders concerning global EV regulations, a
survey-based approach was employed. A questionnaire was developed by the IWG EVE
membership, and with the aid of a consultant, subsequently deployed to stakeholders listed
above for their input. Figures 4 and 5 provide an overview of parties that completed the
surveys.
In-line with the attribute-focused layout of the reference guide, the questionnaire was
designed to revolve around these same attributes. Although each attribute is defined in the
questionnaire, it was recognized that Contracting Parties and other relevant WP.29 working
groups may have slightly different definitions. In such circumstances, these parties were
encouraged to contribute information for each attribute regardless of the exact definition.

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Government / Agency Participants

Body Geographic Region

Ministry of Industry
and Information
Technology

Federal Government
of Belgium
38

Figure 4 : Government Participants, EV Reference Guide Survey

Other Stakeholder Participants

Korea Automobile Testing &

Research Institute (KATRI)

International Organization of
Motor Vehicle Manufacturers

Figure 5 : Other Stakeholder Participants, EV Reference Guide Survey

It was decided by the IWG EVE leadership that the government responses would form the
foundation of the reference guide, while the other stakeholder responses would supplement
this foundation. All parties were then invited to review and comment on draft versions of the
reference guide. In addition to the survey responses, all relevant UNECE regulations and
on-going efforts to address EV requirements through other WP.29 working groups will be

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captured in the reference guide. Figure 6 summarizes the various sources that will inform
the content of the reference guide.

Figure 6 : Information sources, EV reference guide

3 Summary of Findings
Findings are based primarily on the survey responses and corresponding follow up
communications, with additional companion research as necessary to develop a more
complete picture of the selected attributes.

Vehicle Attributes
Figure 7 provides a global overview of the regulatory landscape from the standpoint of
vehicle attributes. The following sections will discuss each attribute in detail.
Information
Driver User
Efficiency

Recycling
& Re-use

Labeling
Vehicle
Energy
Range

regulation

voluntary

none

partial

under development

Figure 7 : Vehicle attributes, global snapshot

3.1 Electrified Vehicle Range

Figure 8 provides a global picture of the responses received concerning electrified vehicle
range. This can also be observed from the first column in Figure 7.

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Figure 8 : Electric vehicle range requirements, world-wide view

Electrified vehicle range is widely regulated, with the SAE J1634 recommended practice
adopted as the test procedure for the US EPA/NHTSA and Canada. South Korea employs a
similar procedure. The California Air Resources Board (ARB) has its own range test
procedure employed in determination of allowance credits in connection with its Zero
Emission Vehicle (ZEV) Regulation. The European Commission determines range in
accordance with UN ECE 101, Annex 9. India has adopted many aspects UN ECE 101,
Annex 9 in its test own test procedure (AIS 040). Japan specifies its own test procedure
based on the JC08 dynamometer test cycle (TRIAS 99-011-01). China has a voluntary
Chinese National Standard that is available for adherence to (GB/T 18386-2005).
Switzerland does not specify any regulations or voluntary standards in regards to electrified
vehicle range. The WLTP-DTP sub-group is working on a revision of EV test procedures that
will affect the measurement of electrified vehicle range. This is being accomplished through
a GTR that will be finalized in 2014 (GRPE-66-02, Annex 8).

3.2 Energy Consumption/Efficiency

Figure 9 provides a global picture of the responses received concerning electric vehicle
energy consumption/efficiency. This can also be observed from the second column in Figure
7.

Figure 9 : Electrified vehicle energy consumption/efficiency requirements, world-wide view

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US EPA/NHTSA require that electric vehicle energy consumption be determined in
accordance to SAE J1634 (BEV), J1771 (HEV) and J2841 (PHEV). Canada has adopted the
same requirements in its own federal regulations, and so has South Korea. California does
not have separate requirements for energy consumption and is generally aligned with the
preceding US Federal regulations. The EC regulates EV energy consumption through the
test procedure outlined in UN ECE 101, Annex 7. India’s test requirements (AIS 039) draw
extensively from UN ECE 101, Annex 7. There are voluntary Chinese National Standards
pertaining to energy efficiency of EVs (GB/T 18386-2005) and HEVs (GB/T 19753-2005).
Japan and Switzerland do not have any requirements in place that address electric vehicle
energy consumption/efficiency. The WLTP-DTP sub-group is working on a standardized
EV/HEV test procedure that will impact the measurement of electrified vehicle energy
consumption/efficiency. This is being accomplished through a GTR that will be finalized in
2014 (GRPE-66-02, Annex 8).

3.3 Electrified Vehicle Driver-User Information

Figure 10 provides a global picture of the responses received concerning electrified vehicle
driver-user information. This can also be observed from the third column in Figure 7.

Figure 10 : Electrified vehicle driver-user information requirements, world-wide view

Driver-user information is an attribute that is largely lacking any formal regulation globally at
the present time. China is the exception with a voluntary Chinese National Standard GB/T
4094.2-2005 that specifies EV-specific symbols relating to controls, indicators and tell-tales.
The WLTP group plans to develop a GTR in connection with this attribute that will be
released in the 2015-2016 timeframe. This GTR will be subsequently adopted into EC
regulations and be available for adoption by member countries.

3.4 Electrified Vehicle Recycling and Re-use

Figure 11 provides a global picture of the responses received concerning electrified vehicle
recycling and re-use. This can also be observed from the fourth column in Figure 7. The EC
regulates M1 and N1 type vehicle recycling through its Directive on End-of-Life Vehicles
(2000/53/EC). This same law underlies the equivalent Swiss federal regulation. 2005/64/EC
is a subsequent law that further stipulates the degree of recyclability required for M1 and N1
vehicles prior to their approval for sale in the EU. Canada employs a voluntary code of
conduct to guide recyclers knows as the Canadian Auto Recyclers’ Environmental Code
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(CAREC). China has a mandatory Chinese National Standard that governs vehicle end-of-
life recycling and dismantling (GB 22128-2008). South Korea stipulates requirements for
vehicle recycling through Act No. 6319 of the National Assembly of Korea. Japan governs
vehicle recycling through Act No. 87 of the Ministry of Economy, Trade and Industry (Act on
Recycling, etc. of End-of-Life Vehicles). India is in the process of formulating standards for
vehicle recycling. It is assumed that these will initially be voluntary in nature. The US does
not presently have any federal requirements that govern vehicle recycling.

Figure 11 : Electrified vehicle recycling and re-use requirements, world-wide view

It should be noted that in addition to governing the recycling of vehicles, Japan and Korea
have laws that require vehicle manufacturers to pro-actively emphasize recyclability in the
design and manufacture of their products.

3.5 Vehicle Labeling

Figure 12 provides a global picture of the responses received concerning vehicle labeling
requirements. This can also be observed from the fifth column in Figure 7.

Figure 12 : Vehicle labeling requirements, world-wide view

Vehicle labeling worldwide is predominantly in relation to fuel economy, with some countries
also reporting additional characteristics such as CO2 emissions and estimated fuel costs.
The US EPA employs a series of ‘fuel economy and environment’ labels that address
conventional gasoline/diesel powered vehicles, flex-fuel vehicles, CNG vehicles, PHEVs
(both series and blended), EVs, and hydrogen FCVs. All labels include fuel economy
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information, as well as greenhouse gas and smog ratings based on a relative scale of 1 to
10. Alternative fuel and electrified vehicles feature gasoline equivalent MPG (so-called
MPGe) ratings to facilitate comparison activity as well as a statement of range attainable on
a single tank of fuel and/or a single full charge of the on-board battery pack. Natural
Resources Canada employs a basic fuel economy label that went into effect in 1990. The
label provides city and highway fuel economy and a corresponding estimated annual fuel
cost. There is an effort in place to enhance the labeling which will include coverage of
advanced technology powertrains (including electrified vehicles). These new labels are
expected to be introduced by 2015 and will align closely with present US EPA labeling
practices. The EC employs a fuel economy label that provides fuel consumption, annual
operating cost, and CO2 emissions. CO2 emissions are ranked using an alphabetized grade
(A-M) system which determines the level of Vehicle Excise Tax (VET) imposed for
registration of the vehicle. There are no provisions for capturing the fuel economy of
electrified vehicles at this time. China’s light vehicle labeling requirements are captured in a
mandatory National Standard (GB 22757-2008). The label features three fuel economy
ratings covering urban, suburban driving conditions and a composite of the two referred to as
‘integrated operating condition.’ This label only applies to vehicles equipped with
conventional internal combustion engine powertrains. South Korea introduced fuel economy
labels in 2005, requiring the specification of city, highway, and combined fuel economy
values. A CO2 emissions estimate is provided (corresponding to the combined fuel economy
value) in addition to a numerical grade between 1 and 5, denoting the relative excellence in
fuel economy (1 being best). No provisions are in place for indicating the fuel economy of
electrified vehicles. Switzerland requires labels indicating fuel consumption, CO2 emissions,
and a letter grade between (A-G) denoting relative excellence in fuel economy. India does
not have regulations governing vehicle labeling, there are however two voluntary label
formats available for adherence to by vehicle manufacturers. The two formats are from the
Society of Indian Automobile Manufacturers (SIAM) and Bureau of Energy Efficiency (BEE)
respectively with both mainly focused on a single average value for vehicle fuel consumption.
Electrified vehicles are not addressed by either one of these labels. Japan has voluntary fuel
economy performance stickers that can be affixed to vehicles that meet or exceed federal
fuel economy standards. These labels indicate that the vehicles bearing them are eligible for
fiscal incentives only and do not provide any specifications or actual statement of fuel
consumption. There is no label available for EVs, PHEVs, or vehicles featuring natural gas or
clean diesel powertrains, despite these vehicles being included under the same fiscal
incentive scheme.

Battery Attributes

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Figure 13 : Battery attributes, global snapshot

Figure 13 provides a global overview of the regulatory landscape from the standpoint of
battery attributes. The following sections will discuss each attribute in detail.

3.6 Battery Performance

Figure 14 provides a global picture of the responses received concerning battery
performance requirements. This can also be observed from the first column in Figure 13.

Figure 14 : Battery performance requirements, world-wide view

There are presently no US Federal regulations that specify requirements for determining
battery performance. There are however voluntary procedures for battery performance
testing established by the United States Advanced Battery Consortium (USABC), a
collaborative effort between the big three domestic automakers (GM, Ford, Chrysler). There
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is also an SAE recommended practice that is currently in formulation (J1798). The EC does
have stipulations concerning specifications that must be furnished for electrified vehicle
battery performance through UNECE Regulation 101, Annex 2. A test procedure however is
not specified at this time. ISO 12405-1:2011 (high-power applications) and ISO 12405-
2:2012 are available as optional test procedures for Lithium-ion traction battery performance.
IEC 62660-1 also represents an optional standard for battery performance testing. India has
a voluntary standard that specifies requirements and test procedures for lead acid batteries
for use on battery powered road vehicles and other applications (BIS 13514-1992). Lithium
Ion batteries are not addressed by the standard. There are a number of voluntary standards
relating to the performance of Lithium-ion batteries for electric road vehicles in China
(QC/T743-2006, GB/Z 18333.1-2001 and others). South Korea is in the process of
formulating a standard for measuring the power of traction batteries, which when completed
will be adopted as a Korea Motor Vehicle Safety Standard (KMVSS). Japan and Canada do
not presently have requirements in place that address battery performance.

3.7 Battery Durability

Figure 15 provides a global picture of the responses received concerning battery durability
requirements. This can also be observed from the second column in Figure 13.

Figure 15 : Battery durability requirements, world-wide view

The US EPA/NHTSA specifies a procedure for measuring the deterioration of PHEV

batteries. This is to ensure that the CO2 emissions from the vehicle do not increase
excessively over the useful life of the vehicle. The regulation requires that CO2 deterioration
not exceed 10% of a vehicles certified value at full useful life. There are no regulations in
place to address the durability of battery packs in pure electric vehicles, but the USABC has
voluntary test procedures that can be followed for testing these so-called rechargeable
energy storage devices (RESSs). There also exist voluntary SAE standards for battery
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module life cycle testing (J2288) and vibration testing (J2380). The California Air Resources
Board (ARB) stipulates a durability requirement for HEVs and PHEVs that is required in order
to earn credits under the California ZEV regulation. This requirement is enforced through a
10 year, 150,000 mile warranty of “zero-emission energy storage device used for traction
power” that automakers must provide in conjunction with the sale of these vehicles. Canada
has adopted into Federal law the US procedure for PHEVs, and does not presently have
anything in place with regard to battery electric vehicles (BEVs). China has established
voluntary guidelines for the determination of battery reliability and durability through the QC/T
743-2006 Automotive Industry Standard. The EC does not presently have battery durability
requirements, but will adopt into law durability test requirements that are planned to be
developed within the framework of the WLPT. Adoption is expected in the 2015/2016
timeframe. Voluntary standards ISO 12405-1:2011 (International Standards Organization)
and IEC 62660-2 (International Electrotechnical Commission) both address durability testing
of Lithium Ion batteries and are expected to be referenced in this upcoming GTR. Japan,
India, South Korea, and Switzerland do not presently have requirements relating to battery
durability.

3.8 Battery Recycling

Figure 16 provides a global picture of the responses received concerning battery
performance requirements. This can also be observed from the third column in Figure 13.

Figure 16 : Battery recycling requirements, world-wide view

In the EC, battery recycling is addressed by the same legislation addressing vehicle
recycling, which is Directive 2000/53/EC on end-of-life vehicles. Additionally, directive
2006/66/EC stipulates additional battery-specific requirements relating to maximum
permissible quantities of hazardous elements in the batteries themselves as well required
recycling, collection and disposal procedures. Japan governs battery recycling through Act
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No. 87 of the Ministry of Economy, Trade and Industry (Act on Recycling, etc. of End-of-Life
Vehicles). Canada does not have a single specific requirement for the recycling of batteries
but indirectly mandates the proper recycling of batteries through underlying general recycling
and disposal laws including the Canada Water Act (R.S.C. 1985, c. C-11), Canadian
Environmental Assessment Act (S.C. 1992, c. 37), Canadian Environmental Protection Act
(1999, c. 33), Transportation of Dangerous Goods Act, and the Fisheries Act (R.S.C. 1985, c.
F-14). Chinese standards relating to battery recycling do not exist at the present time, but
are said to be under formulation. The US, India, South Korea and Switzerland do no
presently have requirements governing battery recycling.

3.9 Battery Re-use (post-mobility)

Figure 17 provides a global picture of the responses received concerning battery re-use
requirements. This can also be observed from the fourth column in Figure 13.

Figure 17 : Battery re-use requirements, world-wide view

There are no standards or regulations pertaining to battery re-use currently in place world-
wide. China is said to be formulating battery re-use standards. Battery re-use or second-use
as it is sometimes called is somewhat of a research topic at the moment. Given that
batteries dominate the cost of electrified vehicles and are typically deemed unusable from a
mobility standpoint after degrading to between 70 and 80% of full capacity, there is a
compelling reason to take a serious look at re-using these batteries in other applications.
Some believe that re-purposing of these batteries could result in an EV ownership cost
reduction which could subsequently spur EV adoption rates. Automakers such as BMW,
Nissan, and General Motors in partnership with companies like ABB and Vattenfall are
actively exploring possible second-use applications for retired EV battery packs.
Applications being studied range from home or neighborhood back-up power systems, to
more advanced grid power buffering strategies (smart grid). Figure 18 shows a microgrid
backup system powered by 5 used Chevy Volt batteries, which was the result of a
collaboration effort between ABB and General Motors.

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Figure 18 : Microgrid battery backup technology, General Motors, ABB collaboration (Source:
gas2.org)

In order to ensure the success of battery re-use, guidelines and regulations that govern the
implementation, as well as ensure the reliability and durability of such systems are crucial.
This is likely to be challenging given that used batteries could embody a wide range of usage
behaviors that can in turn influence the consistency of their performance over time.

Infrastructure Attributes
Figure 19 provides a global overview of the regulatory landscape from the standpoint of
battery attributes. The following sections will discuss each attribute in detail.

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Figure 19 : Infrastructure attributes, global snapshot

3.10 On-board Charging System

Figure 20 provides a global picture of the responses received concerning on-board charging
requirements. This can also be observed in the first column of Figure 19.

Figure 20 : On-board charging system requirements, world-wide view

Globally, on-board charging is generally guided by IEC 61851 standards (IEC 61851-1, IEC
61851-21, IEC 61851-22) that specify the general requirements and functionality of
conductive charging equipment. IEC 62196 standards define charging modes and connector
requirements. IEC 62196-1 and 62196-2 pertain to on-board or AC charging systems.
South Korea has established on-board charging regulations based on these IEC standards
(KS C IEC 61851-1, KS C IEC 61851-22). The EC generally adheres to the definitions
contained in these IEC standards on a voluntary basis (European Mennekes connector).
This is also true for the US and Canada (Yazaki connector / SAE J1772), and Japan
(CHAdeMO connector / SAE J1772). In California, ZEVs and PHEVs must meet the
requirements of SAE 1772 (AC connection) in order to qualify for ZEV credits. China has in
place voluntary standards relating to on-board charging. These include a Chinese National
Standards (GB/T 20234.1 2011, GT/T 20234.2-2011) and an Automotive Industry Standard
(QC/T 895 2011). India and Switzerland do not presently have any requirements in place
relating to on-board charging.

3.11 Off-board Charging Standard Related to the Vehicle

Figure 21 provides a global picture of the responses received concerning off-board charging
system requirements. This can also be observed in the second column of Figure 19.

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Figure 21 : Off-board charging system requirements, world-wide view

Globally, off-board charging is generally guided by IEC 61851 standards (IEC 61851-1) that
specify the general requirements and functionality of conductive charging equipment. IEC
62196 standards define charging modes and connector requirements. IEC 61851-23 and
IEC 61851-24 are the next anticipated standards that will define off-board charging
requirements from a charging station and communication protocol perspective and are
expected towards the end of 2013. IEC 62196-3 is the next anticipated standard that will
define connectors and inlets for DC off-board charging. The EC is in-line to adopt this
standard into law once it is released (2014-2015 timeframe). South Korea will also adopt
these standards into its law. The US and Canada have voluntary standards for off-board DC
charging through SAE J1772 (up to DC Level 2), and Japan through the CHAdeMO
connector system (JARI/TEPCO). China maintains several voluntary standards in relation to
off-board charging. These include Chinese National Standards (GB/T 20234.3-2011, GB/T
27930-2011) and Energy Industry Standards (NB/T 33001-2010, NB/T 33003-2010). India
and Switzerland do not presently have any requirements in place relating to off-board
charging. Figure 22 summarizes the various IEC standards governing on- and off-board
charging and the anticipated timing of their release.

Year 2010 2011 2012 2013

Quarter 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

AC/DC 61851-1 62196-1 61851-21

AC 62196-2 61851-22

DC 62196-3
61851-23
61851-24

Figure 22 : IEC standards governing on- and off-board charging

3.12 Wireless Charging

Figure 23 provides a global picture of the responses received concerning wireless charging
requirements. This can also be observed in the third column of Figure 19.

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Figure 23 : Wireless charging system requirements, world-wide view

There are neither legislated nor voluntary requirements for wireless charging anywhere in the
world at the present time. In the US, there is an SAE standard that is currently in formulation
(efforts commenced in 2010) that will eventually lead to a published, voluntary recommended
practice (J2954). Voluntary adherence with this standard is also expected in Canada. The
EC will similarly be the recipient of several voluntary IEC standards stipulating requirements
pertaining to wireless charging. The key standards are anticipated to be IEC 61980-1
(expected Nov 2014), and IEC 61980-3 (expected Jan 2017). Switzerland, Japan, China,
India, and South Korea do not have anything in place in regards to wireless charging at the
moment. It is however expected that these countries will eventually adopt in some fashion
the upcoming IEC or SAE standards governing wireless charging.

3.13 Vehicle as Electricity Supply

Figure 24 provides a global picture of the responses received concerning vehicle as
electricity supply requirements. This can also be observed in the fourth column of Figure 19.

Figure 24 : Vehicle as electricity supply requirements, world-wide view

There are not yet any legislated regulations in place anywhere in the world that govern the
requirements of a vehicle functioning as an electricity supply. In the US, initial voluntary
standards are available in the form of SAE recommended practices J2836, J2847, and J2931
which are continuing to be developed and extended to more fully address the necessary
requirements. These are assumed to apply to Canada as well in the context of voluntary
adherence. In the EC, initial portions of an 8 part ISO/IEC standard (ISO/IEC 15118) are
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currently available while the remaining portions are in formulation. The maturity level of the
ISO/IEC standards and their SAE counterparts are generally similar, with a substantial
amount of remaining effort required to finalize them for their intended purpose. China does
not have any national or professional standards in place, but has several so-called enterprise
standards that stipulate basic requirements relating to bi-directional charging equipment
(Q/GDW 397-2009, Q/GDW 398-2009, Q/GDW 399-2009). Switzerland, Japan, India and
South Korea do not yet have any requirements in place relating to this attribute, but are
expected to eventually adopt in some fashion the ISO/IEC or SAE standards that are
presently in development.

Market Deployment
Figure 25 provides a global overview of the regulatory landscape from the standpoint of
market deployment attributes. Regulatory incentives will be discussed in detail in the
following section. The remaining attributes are outside the scope of WP 29 and will be
summarized in the Annex.

Figure 25 : Market deployment attributes, global snapshot

3.14 Regulatory Incentives

Figure 26 provides a global picture of the responses received concerning regulatory
incentives. This can also be observed in the first column of Figure 25. It can be seen that in
general, regulatory incentives are widely available throughout the world. In the US,
EPA/NHTSA provides a zero tailpipe emission score and bonus credits to plug-in electric
vehicles up to a specific cap under the national light duty vehicle GHG emissions regulations.
The California zero emission vehicle (ZEV) mandate requires sales percentages of plug-in
and fuel cell passenger vehicles to 2025. Credits are based on vehicle type (pure ZEV or
plug-in hybrid) and ZEV range. Pure battery electric, fuel cell electric and plug-in hybrids are

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 EV Regulatory Reference Guide [DRAFT 1]
eligible for credits. California also has a passenger vehicle fleet average GHG standard that
is coordinated with the federal GHG standards, and electric vehicles can earn credits
towards the GHG fleet average standards. The California program has also been adopted by
several other states.

Figure 26 : Regulatory incentives, world-wide view

HOV/HOT lane exemptions are provided to PEVs by many US states to encourage adoption
of the technology. The following states presently offer these exemptions: AZ, CA, CO, FL,
GA, HI, MD, NC, NJ, NY, TN, UT, and VA. In the EC, regulation 443/2009/EC establishes
fleet-wide CO2 standards that encompass electrified vehicles. Specifically, super-credits are
awarded to vehicles emitting below 50g/km of CO2 between 2012 and 2016. These super
credits are being considered for the future 2020 emissions targets as well. Switzerland has
adopted this EC regulation into Swiss law. Canada has a pending proposal for regulations
that would offer light-duty vehicle manufactures electric vehicle multipliers to promote the
deployment of electric vehicle technology. This acts by lowering a manufactures fleet
average by allowing the manufacturer to apply a factor of multiplication to each zero
emission electric vehicle it sells. Advanced technology credits are already provided under
Canadian law for both light-duty and heavy-duty vehicles. Chinese law stipulates that EVs,
FCVs, and PHEVs with EV driving range of 50km and higher are assigned a fuel
consumption value of zero, while vehicles with poor fuel economy are subjected to fuel
consumption penalty multipliers. Advanced technology vehicles are also given priority in the
context of vehicle registration and license plate quotas. India is said to have regulatory
incentives under formulation as part of the National Mission for Electric Mobility being
undertaken by the Government of India. South Korea and Japan do not have regulatory
incentives in place at the present time.

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4 Conclusions
4.1 High Activity Areas

Vehicle

Battery

Infrastructure

Incentives

None Voluntary Regulation

Figure 27 : Activity chart, electrified vehicle requirements

Figure 27 provides an overview of the overall level of activity by attribute, for electrified
vehicle requirements. This chart and the ones that follow (Figs. 28-31) employ a simple
scoring system where responses of no requirements are assigned a numerical value of 0,
voluntary requirements are assigned a value of 1, and legislated requirements are assigned
a value of 2.
In general the presence of requirements in the surveyed countries was high with respect to
vehicle-level attributes, with the exception of driver-user information which was largely
absent across the countries (China has a voluntary system in place). This is illustrated in
Figure 28. The latter however will be addressed by a UNECE GTR to be released by the
WLTP working group in the 2015-2016 timeframe. Once adopted into EC law, member
countries have the option of harmonizing to this upcoming standard.

Range

Energy efficiency

Driver-user info

Recycling/Re-use

Vehicle labeling

None Voluntary Regulation

Figure 28 : Activity chart, vehicle attributes

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 EV Regulatory Reference Guide [DRAFT 1]
Infrastructure attributes are also generally well represented (Fig. 29), but almost exclusively
by voluntary standards.
A number of these attributes such as off-board charging, wireless charging, and vehicle as
an electricity supply can be regarded as developing topics in the EV domain. Despite this,
requirements to properly address these attributes are being actively and methodically
pursued, in most cases through international standards (ISO, IEC, SAE).

On-board charging

Off-board charging

Wireless charging

Vehicle as el. supply

None Voluntary Regulation

Figure 29 : Activity chart, infrastructure attributes

From a market deployment standpoint, the area of regulatory incentives was also found to be
at a high state of activity, with ¾ of the countries/regions surveyed having either incentives
already in place, or plans to deploy them in the future (Fig. 30).

Regulatory incentives

Financial incentives

Consumer awareness

Gov. purchasing

None Voluntary Regulation

Figure 30 : Activity chart, market deployment attributes

4.2 Low Activity Areas

In general, requirements pertaining to battery-level attributes were low on the activity
spectrum (Fig. 27). Figure 31 illustrates the activity level of each sub-attribute. Battery re-
use in particular is at present largely without any requirements whatsoever. The exception is

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China which is said to be in the process of formulating appropriate standards relating to
battery post-mobility use.

Battery performace

Battery durability

Battery recycling

Battery re-use

None Voluntary Regulation

Figure 31 : Activity chart, battery attributes

Battery durability is somewhat unaddressed by present standards, the exceptions being

partial coverage (PHEVs) by US and Canadian laws and optional Automotive Industry
Standards in China. The activity level is expected to increase however with plans to develop
battery durability requirements within the framework of the WLTP, which will be subsequently
adopted into EC law (2015/2016). These requirements will not only address battery lifecycle
determination, but the impact of partially deteriorated batteries on CO2 emissions / fuel
economy.
Battery recycling is partially addressed, but through largely country-specific protocols and
with therefore little standardization from a global perspective. These requirements are also
generally non-battery-specific and tend to take the form of general end-of-life vehicle
recycling guidelines. The exception is the EC which stipulates battery-specific requirements
pertaining to permissible quantities of hazardous materials as well as specific required
recycling procedures.
Battery performance is partially addressed, and by a range of largely voluntary standards
established by international organizations (SAE, ISO, IEC). There is therefore lack of
standardization in regards to the required procedures and hence outcome of battery
performance testing.

4.3 Gaps and Implications of the Analysis

4.3.1 Vehicle Attributes
Vehicle-level attributes despite their high global activity level, do feature some gaps. The
fact that vehicle-level attributes such as range and energy efficiency are among key
consumer buying criteria highlights the need for uniformity in their determination. Further,
against a backdrop of increasing globalization and a largely international market for import
and export of vehicles, it is essential that this uniformity be as global in nature as possible, so
that consumers can expect some reasonable degree of commonality in critical vehicle
performance attributes world-wide. Energy efficiency and range are also critical input
parameters to other key events such as CO2/fuel economy standards compliance
determination, new vehicle type approvals, and vehicle labeling (principal method for
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 EV Regulatory Reference Guide [DRAFT 1]
consumer gathering of purchasing information mentioned previously). Vehicle range and fuel
economy is generally determined in accordance to SAE procedures in the US, Canada, and
South Korea. European Union member countries employ procedures stipulated in current
UNECE regulation 101, with India borrowing key aspects of the regulation in its own
procedure. Japan and China specify their own procedures. The challenge here is lack of global
uniformity in regards to drive cycle and test procedures for determination of key vehicle
performance criteria. This disconnect was identified by the UNECE and is the subject of
Phase 1 of a GTR being developed under the framework of WLTP working group. The latter
features the development of a so-called Worldwide Harmonized Light Duty Driving Cycle
(WLTC). Besides uniformity in the drive cycle itself, standardization of test procedures is
critical. One key aspect of this is ambient temperature which has been shown to drastically
impact range and efficiency of electric vehicles. Phase II of the GTR is expected to include
provisions to address the impact of both low ambient temperatures as well as high altitude
conditions on range and energy efficiency. A gap still exists in accounting for the use of
accessories, in particular air conditioning, cabin heating, and vehicle exterior lighting. There
are currently a range of practices concerning the operation of these auxiliary systems. For
instance, South Korea requires the heater to be operated at its maximum setting during cold
testing, and US standards capture A/C operation by default through its 5-cycle testing
procedure. Besides these differences, there is also a general lack of provisions
corresponding to advanced thermal management systems such as heat pumps or infra-red
heating. The efficiency impact of such comfort systems compared to resistive heating may
influence vehicle range and efficiency substantially. Active battery management systems
employed by different OEMs / battery pack manufacturers as well as driver selectable
operating modes (sport, eco etc. ) are also aspects that are generally not yet addressed.
Vehicle labeling, while widely practiced globally (high activity), overwhelmingly excludes
electrified vehicles (US is the exception) representing another significant gap.

4.3.2 Battery Attributes

Battery performance determination is largely non-standard, with a mix of voluntary standards
(USABC, SAE, ISO, IEC) and some country-specific ones existing or in development (China,
South Korea). Considering that battery performance is a crucial factor effecting fuel
economy, range, and therefore the ultimate value proposition of an electrified vehicle to a
customer, this disparity in requirements represents a gap. The battery is also the most
expensive component in an EV which adds emphasis to the importance of accurately
determining its performance.
Battery recycling by virtue of its widely differing requirements globally can be considered to
be gapped as well. There are also a number of countries that simply do not have any
requirements in place pertaining to battery recycling.
Battery re-use post mobility represents a wide gap that will be challenging to govern given
the highly variable nature of battery wear and inherent differences in chemistry, construction,
and power management.

4.3.3 Infrastructure Attributes

Infrastructure attributes are generally on the right path towards well specified, thorough
requirements. This effort is being led by a roadmap of ISO/IEC standards that govern the
systems and communication protocols, and a generally well harmonized set of standards that
govern the connectors. The gap here is one that is temporary and continuing to close with
time.

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4.3.4 Market Deployment Attributes
There are no gaps that exist in the context of regulatory incentives.

5 Next Steps
5.1 Vehicle Range & Efficiency Testing
It is recognized that EV range is affected substantively by vehicle speed and driving
behavior, ambient temperature, and the operation of climate control systems. Figure 32
shows the variability in range resulting from the variation in these factorsiii. The data
corresponds to a BEV and the baseline is the range capability over the LA4 cycle (shown as
100%).

100
Range (%)

100
90
-18
82

-25 66
57 57
50

0
LA4 Low Cell LA4 -7˚C Heating LA4 -7˚C, HW US06 SC03
Temp. Losses heat On (high (A/C on)
Losses speed)

Figure 32 : Variability in range, various factors

It is recommended that testing procedures for EVs include cold ambient temperature testing
with cabin heating in operation. The following general provisions are recommended:
 Heating be set to achieve (as quickly as possible) and subsequently maintain a
specified, standard cabin temperature
 Requirements flexible enough to accommodate both resistive heating element
and heat pump systems
 Requirements flexible and extensible enough to accommodate future radiant
heating solutions such as infra-red panels and foot wells
 Requirements flexible enough to factor in additional luxury features that
accomplish passenger heating – heated seats, heated steering wheel
Properly accounting for cabin heating is crucial, not only to ensure that consumers are
provided with realistic estimates of electric vehicle range, but so that EVs equipped with
advanced, efficient HVAC systems are able to prove their effectiveness and justify any
potential cost differential between them and more conventional resistive heating systems. It
is understood that Phase 2 of the GTR being pursued by the WLTP working group aims to
address low temperature ambient conditions. Should the preceding recommendations go
beyond the scope of those efforts, a separate future GTR could be considered.

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Similarly, it is recommended that testing procedures for EVs include testing at elevated
ambient temperatures with air conditioning in operation. The following general provisions are
recommended:
 Air conditioning to be set to achieve (as quickly as possible) and subsequently
maintain a specified, standard cabin temperature
 Requirements flexible enough to accommodate both electric air-conditioner
systems as well as heat pumps
 Requirements flexible and extensible enough to accommodate future advanced
solutions featuring smart materials
There is also a need to understand and document the degradation in attainable range and
vehicle energy efficiency (and hence CO2 emissions) over the operating lifecycle of the
vehicle. This is principally a function of battery durability and will be addressed by a UNECE
GTR within the framework of the WLTP working group and subsequently adopted into EC
law (2015/2016). It is recommended that information developed through this upcoming
battery durability requirement be leveraged to develop correction factors that can be used to
project range and energy efficiency over the operating lifecycle of the corresponding electric
vehicles that receive these batteries.

5.2 Vehicle Labeling

It is recommended that an effort to harmonize vehicle labeling world-wide be considered.
The timing is appropriate for such an effort as most countries with the exception of the US do
not yet address electrified vehicles in their vehicle labeling activities. Two phases of
adoption are proposed:
 Phase 1 – Adoption of a world-wide label that lists the following critical attributes:
o Type of powertrain
o Energy efficiency
 For conventional ic engine powered vehicles
 MPG, gallons/100 miles, L/100 km
 MPG equivalent, L/100 km equivalent for CNG
 For series PHEV
 Gasoline or diesel only MPG, gallons/100 miles, L/100 km
 Electricity only MPG equivalent, L/100 km equivalent,
kWh/100 miles, kWh/100 km
 For blended PHEV
 Gasoline or diesel only MPG, gallons/100 miles, L/100 km
 Combined MPG equivalent, L/100 km equivalent, kWh/100
miles, kWh/100 km
 For EV
 MPG equivalent, L/100 km equivalent, kWh/100 miles,
kWh/100 km
o Range
 For series PHEV
 Electric only range in miles and km
 Gasoline/diesel only range in miles and km
 For blended PHEV
 Combined electric and gasoline/diesel range in miles and
km

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 EV Regulatory Reference Guide [DRAFT 1]
 Gasoline/diesel only range in miles and km
 For EV
 Electric range in miles and km
o Values measured in accordance to country-specific test procedures and
drive cycles
 Phase 2 – Phase 1 but with the following amendments:
o WLTC test procedure which will allow world-wide comparison
o Six different sets of values listed to illustrate full range of possible
characteristics
 Summer
 City
 Highway
 Combined
 Winter
 City
 Highway
 Combined
 Future phase – include deterioriation factors that can be applied to all 6 sets of
energy efficiency and range values to estimate reduced performance at 75,000
miles and 150,000 miles of operation (will need to apply data generated through
battery durability testing).

5.3 Battery Performance

UNECE 101 specifies test procedures for measurements of the energy consumption and
range of electric vehicles in Annex 7. Annex 2 specifies required battery performance
information that should be reported, but a specific battery performance test procedure is
lacking. An SAE recommended practice is in progress (J1798), while there are a number of
ISO and IEC standards, as well as Chinese voluntary standards in place. India has
standards pertaining to lead-acid batteries while Souh Korea is in the process of defining a
procedure for battery power determination. Based on this mixed state of voluntary
standards, it is recommended that uniform propulsion battery test procedure be pursued
through a GTR. This would be in line with current plans to pursue a battery durability
standard via GTR and would more fully complete the definition of requirements for propulsion
batteries. It is recommended that currently available international standards be used as
references in this work, in particular ISO 12405-1 and 12405-2 which are the most elaborate
of the standards that have been released to-date. Figure 33 provides an overview of some
of the major existing standards governing the performance of Lithium Ion battery packs.

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Figure 33 : Overview of major battery performance standardsiv

5.4 Battery Recycling & Reuse

Global battery recycling requirements are presently either lacking completely or where they
exist, differing substantially in practice, and/or depth of coverage. This represents a gap, but
one that is likely to be challenging to close on a global basis due to the complex nature of
both practices, and attitudes towards recycling worldwide. Pursuit of a GTR is therefore not
recommended at this time. What is recommended is that resources be allocated to evaluate
the value of developing manufacturing-for-recyclability requirements. Having well thought
and standardized requirements in this area is likely to make actual recycling requirements
easier to specify (in a second phase) and more effective in the long term. Such a feasibility
study will need to look closely at current battery manufacturing practices, while accounting
for differences in materials and chemical composition from manufacturer to manufacturer.
Any cascading impact such requirements may have on the performance or durability of
batteries will also need to be evaluated with care.
Battery reuse post mobility represents a substantial gap in that no requirements are known to
exist globlly at the time of this writing. This is however a crucial area of consideration
because re-use applications can increase the residual value of used battery packs, swaying
the economics in favor of greater EV adoption. The challenge here is in ensuring consistent
performance from used battery packs that have been subjected to a variety of duty cycles
and driving behaviors during their mobility life. Robust requirements cannot be developed to
govern the re-use of batteries until the behavior of batteries under these different possible
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conditions is fully understood. For this reason a GTR is not recommended at this time. Most
of the research on durability behavior of batteries to date has also focused on the 70% or
greater remaining charge portion of the lifecycle. Little work has been done to understand
battery characteristics below this mobility-feasible threshold. In order to develop
requirements addressing battery re-use, battery behavior below this threshold also needs to
be better understood. A study is recommended to look at these open questions through a
carefully formulated matrix of empirical tests. The findings of such a study could then be
considered in developing requirements for re-use. A possible future requirement for battery
re-use would be a type of certification process that would require post-mobility batteries to
display certain minimum performance characteristics to be eligible for use in re-use
applications. Other possibilities include mechanical and electrical inspections, and minimum,
required refurbishement requirements.

6 Annex
Figure 34 summarizes the responses concerning market mobilization requirements besides
regulatory requirements, which were already captured in section 3.14. Specifically
addressed are financial incentives, consumer awareness efforts, and government purchase
requirements.

6.1 Financial incentives

As evidenced in Figure 30, financial incentives are the most widely supported market
deployment attribute across the countries and regions surveyed. These types of incentives
are generally available in some form in all countries with the exception of India, which is said
to be formulating incentives at present. The incentives are a wide mix of purchase subsidies
(all countries except India and Switzerland), and reductions or exemptions in taxes and
charges associated with owning and operating vehicles (license fees, registration fees,
ownership fees, import taxes). Numerous countries also offer infrastructure subsidies (all
except China, India, and Switzerland), generally offered as rebates or income tax reductions
for costs associated with the installation of charging stations. Column 1 of Figure 34
provides specific details of the programs by country.

6.2 Consumer Awareness

Consumer awareness is also generally well supported throughout the countries surveyed.
The US and Canada in particular show a very strong commitment to increasing consumer
awareness and understanding of EV technology options with multiple, extensive web-based
resources, fact sheets, calculators, and purchasing guides offered. All other countries with
the exception of Japan and China also have campaigns in place to create consumer
awareness. Column 2 of Figure 34 provides specific details of the programs by country.

6.3 Government Purchase

Government purchase requirements are also in place in many of the countries surveyed (all
except India, China and Switzerland). The US is the most noteable in its efforts to require
the adoption of alternative fuel vehicles both on a Federal and state-wide basis. The US has
stipulated targets both for fleet adoption percentages as well as overall fuel consumption
reductions. South Korea also stipulates an adoption percentage of low pollution vehicles
required for new vehicle purchases made by government and public institutions. Most other
countries have more general policies in place encouraging the adoption of fuel efficient
vehicles. Column 3 of Figure 34 provides specific details of the programs by country.
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Financial Consumer Government purchase

incentives awareness
 Guideline on financial  Numerous campaigns –  Various member states have
incentives for member varies by member states purchase initiatives
states (Set of mandatory  EU Directive 2009/33/EC
and recommended
principles)
 Purchase subsidies
 Further tax incentives:
reduction/exemption of
- fuel consumption tax
- vehicle/registration tax
- road tax
 Infrastructure subsidies:
tax reduction on public
charging stations
 Federal and State  Fuel Economy Guide  Federal/State fleets: 75%
incentives/subsidies  Fuel Economy Website alternative fuel vehicles
 Purchase subsidies (up (www.fueleconomy.gov)  Alternative fuel provider
to $7500)  Green Vehicle Guide fleets: 90% alternative fuel
 Reduced vehicle license (under development) vehicles
tax/fee  “Consumer Readiness”  Federal fleets: fuel
 Discount on electricity initiative (DOE) consumption reduction 2%
used for charging  Promotion through “clean per year, requirement to
 Infrastructure subsidies: city” initiative purchase PHEV when
rebates/grants on EV  CA consumer buying lifecycle cost comparable to
charging stations guide non-PHEV
 Grants in CA (ARB) (www.driveclean.ca.gov)  CA – 25% of fleet

 Subsidies (up to $2700)  none  Basic policy on procurement

relating to acquisition and of eco-friendly vehicles
weight/owner taxes)  Every gov. organization
 Infrastructure subsidies: required to publicize
tax benefits equal to 50% procurement targets based
of charging stations costs on basic policy
 Varies by province  Nat. Resources Canada  No federal requirements, but
 Purchase subsidies (up – Tech. roadmap, promo. a Policy on Green
to $8500) material, calculators etc. Procurement is in place –
 Infrastructure incentives: (www.canmetenergy.nrca HEV and BEVs
rebates on EV charging n.gc.ca) recommended for personnel

equipment (up to $1000) Trans. Canada - website trans/service delivery
 Purchase subsidies  none  none
- BEV up to $9600
- Commercial BEV up to
$80000
 Reduction/exemption of
vehicle and vessel tax
 Incentives under  Promotion of electric  Public EV procurement plan
formulation vehicles (government under formulation (takes
and academia) effect ~2015)
 Purchase subsidies  Information on EVs and  Gov. administration and
- BEV up to $14000 charging stations public institutions required to
- EV bus up to $91000 (www.evcis.or.kr) purchase low-pollution
 Subsidies for charging vehicles >30% of all new
system installation vehicle purchases
(100% of costs, up to
$7300)
 No import taxes for BEV  Promotion of energy  none
 Reduction/exemption of efficient cars
vehicle tax (varies by (www.ecocar.ch,
canton, function of www.forum-
vehicle energy efficiency) elektromobilitaet.ch)
 Pilot and demonstration
projects

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i
IWG EVE Final Terms of Reference, Informal Document EVE-02-23
ii
Proposal ECE/Trans/WP.29/2012/36
iii
Data from: Meyer, Whittal, Christenson, Loiselle-Lapointe, “The Impact of Driving Cycle and Climate
on Electrical Consumption & Range of Fully Electric Passenger Vehicles”, EVS26 – International
Battery Hybrid and Fuel Cell Electric Vehicle Symposium, May 6-9, 2012
iv
“Analysis and Comparison of Norms and Standards for the Application of Electric Vehicles and
Vehicle Batteries in China and Germany/Europe,” German Chinese Sustainable Fuel Partnership
(GCSFP), November 2010

34