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OCTOBER 2022A BEST PRACTICE GUIDE FOREVSE RegulationsTammy Klein Founder&CEO Transport Energy S2022 Fuels Institute Disclaimer:The opinions and views expressed herein do not necessarily state or reflect those of the individuals on the Fuels Institute Board of Directors and the Fuels Institute Board of Advisors or any contributing organization to the Fuels Institute.The Fuels Institute makes no warranty,express or implied,nor does it assume any legal liability or responsibility for the use of the report or any product or process described in these materials.3FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES As the electric vehicle(EV)market continues to grow in the U.S.,so does infrastructure.According to the U.S.Department of Energy,there are(as of December 2021)45,846 total charging station locations with 112,048 ports(90,813 level 2(L2)and 21,235 direct current fast charging(DCFC).1 EV drivers currently do about 80%of their vehicle charging at home,but this is expected to change as the market continues to grow.2 There is growing interest in the potential to develop public EV-charging stations(EVCS)at workplaces,fuel stations,retailers,and other sites.Utilities,states,and localities are providing funding for infrastructure expansion at these kinds of sites,and$7.5 billion in federal funding is planned specifically to help achieve the Biden administrations 500,000 nationwide charger goal under the Infrastructure Investment and Jobs Act(IIJA).3 1“Electric Vehicle Charging Station Locations,”Alternative Fuels Data Center,U.S.Department of Energy,accessed Dec.9,2021,https:/afdc.energy.gov/fuels/electricity_locations.html#/find/nearest?fuel=ELEC&ev_levels=dc_fast&ev_levels=3.2“Charging at Home,”Office of Energy Efficiency and Renewable Energy,U.S.Department of Energy,accessed May 4,2021,https:/afdc.energy.gov/fuels/electricity_charging_home.html.3 Infrastructure Investment and Jobs Act,H.R.3684(became Public Law No:117-58 on November 15,2021),available at https:/www.congress.gov/bill/117th-congress/house-bill/3684/text.4 Fuels Institute,EV Market Regulatory Report,March 2021,https:/www.fuelsinstitute.org/Research/Reports/EV-Market-Regulatory-Report.5 Infrastructure Investment and Jobs Act,H.R.3684.As shown in the EV Market Regulatory Report produced by the Fuels Institute in March 2021,a patchwork of requirements has been developed across the country among states,their public utility commissions,localities(county and cities),and now the federal government with IIJA funding.Several states,such as California,have been on the forefront of developing and implementing policies to encourage the uptake of the EV market and the spread of public EV charging.4 Many localities around the country are beginning to follow.However,the research for that report also revealed that most states and localities that were surveyed had little to no policies at all respecting public EV charging.This is expected to change quickly in the next several years as states and localities recognize the need to prepare for the rise in electrification and receive funding from different sources.One of those sources has been the Volkswagen Dieselgate settlement to the states,which many states are using to expand infrastructure.5 Many state and local officials for the first time will have to consider developing and implementing policies to expand infrastructure.EXECUTIVE SUMMARYRegulatory Best Practices 4FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES This guide has been prepared to help these officials and other readers understand in brief form the policy landscape in the U.S.at both the state and local levels,noting the types of policies that have been set and providing several examples of how different authorities having jurisdiction(AHJ)have implemented them.Policy topics addressed in this guide include the following:states defining public utility and allowing kWh charging installation-related policies operation-related policies EV-charging incentive programs utility-related policies localities expedited permitting requirements parking requirements EV-ready building code requirements signage requirements technical requirementsThe guide concludes with best practice recommendations from regulated entities themselves,that is,stakeholders that have accumulated years of experience installing and operating EV-charging infrastructure around the U.S.Stakeholders from the EV-charging industry,fuel retailing,utility,and metropolitan planning organizations(MPOs)shared their expertise and actionable and practical recommendations as AHJs begin to develop and implement EV-charging policies.These recommendations include the following:Do not wait for federal funding to begin planning for the future expansion of charging,even if EV uptake in an AHJ is limited right now.Localities,particularly within a metropolitan area,but ideally at the state(and even federal)level,should consider harmonizing policies,particularly respecting permitting and other aspects affecting the installation and operation of charging infrastructure.5FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES Localities and states should take the lead in coordinating among themselves and with stakeholders now to begin discussing,developing,and implementing charging policies.Utilities should be engaged as an important stakeholder and partner as part of this effort.Localities may need to review their comprehensive plan,zoning,and land-use code to eliminate unintended barriers to charging.State public utility commissions(PUCs)should address issues surrounding cost recovery,time of use(TOU),and demand charges.States,following California and New Jerseys lead,should consider implementing expedited and streamlined permitting policies.In the absence of a state action,localities should consider developing and implementing such a policy to help facilitate the installation of EVCS.Similarly,localities can adopt EV-ready/EV-capable building codes to help facilitate the expansion of charging and better enforce parking regulations that impact consumers ability to charge.Policies should take into account the issue of equity,and localities should remember rural areas.Localities may want to review resource materials from the Justice40 Initiative,led by the U.S.Department of Transportation.6 States and/or localities can consider developing a reliability standard to ensure that EVCS downtime is kept to a minimum.Incentives to help site hosts new to public EV charging reduce risk is key.6“Justice40 Initiative,”U.S.Department of Transportation,last updated November 18,2021,https:/www.transportation.gov/equity-Justice40.See also Argonne National Laboratory,“Electric Vehicle Charging Equity Considerations,”at https:/www.anl.gov/es/electric-vehicle-charging-equity-considerations.These recommendations are discussed in greater depth and with additional insight in the final section of this guide.This report was written before the National Electric Vehicle Infrastructure(NEVI)formula program requirements were released in February 2022.However,a number of topics addressed in NEVI are directly addressed in this report,such as EVCS installation and operation.This report is meant as a complement to these federal efforts and provides,in addition,real-world experience and guidance from government and industry with years of experience in the charging space.6FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES EXECUTIVE SUMMARY .03INTRODUCTION .07EXAMPLES OF STATE POLICIES .08 Public-Utility Definition and Allowing Kilowatt-Hour Charging .08 Installation-Related Policies .09 Operation-Related Policies .12 EV Charging Incentive Programs .13 Utility-Related Policies .14EXAMPLES OF POLICIES SET BY SOME LOCALITIES .18 Permitting Requirements .20 Parking Requirements .22 EV-Ready Building Code Requirements .23 Signage Requirements .25 Technical Requirements .26 Site Design Requirements .27TYPES OF POLICIES THAT CAN BEST FACILITATE THE QUICK,EFFICIENT EXPANSION OF PUBLIC EV CHARGING INFRASTRUCTURE:VIEWS FROM INDUSTRY STAKEHOLDERS .28 North Central Texas Council of Governments:Its Important for Localities to Prepare Now for EV Growth .31 7-Eleven:We Need Better Solutions for Demand Charges and Expedited/Streamlined Permitting .32 FLO:Localities Have a Critical Role to Play in Expanding Charging .33 Southern Company:Engage Utilities Now .35 Kum&Go:Metropolitan Areas Should Consider Harmonizing EV Charging Policies .35 FreeWire:Ensure Policies Account for New,Emerging Technologies .36 Electrify America:Addressing Demand Charges,Charging Station Permitting,and EV-Ready Building Codes Is Crucial to Expanding Ultra-Fast Charging .37 Capital District Transportation Committee:Check Your Comprehensive Plan,Zoning,and Land Use Codes,and Update Them as Needed to Help Facilitate EV Charging .39 Duke Energy:Plan Early,Plan Often,Plan Now .40 GetGo and Giant Eagle:Incentives,Ensuring Fair Competition,and Better Consumer Education Is Key .41 EVgo:Connect the Watts to Accelerate Charger Deployment .42GLOSSARY AND WORKS CITED.45CONTENTS7INTRODUCTIONThe EV Market Regulatory Report included an analysis to identify commonalties and differences in states as well as more than 100 cities and counties.That analysis found that 35 states have addressed issues related to the pricing of charging(allowing kilowatt-hour(kWh)pricing)and that 29 states have made it clear in policy that charging site hosts are not public utilities subject to that industrys regulatory regime.Beyond finding that EV charging is not a public utility as defined in some state policies and allowing kWh pricing,10 states address other installation-related issues;five states,operation.Installation-related policies tend to address issues such as licensing of installers,site design,signage,and parking.Several states address operation-related questions such as requiring multiple payment options and/or prohibiting subscriptions plans.Many states do not address installation or operation issues related to public charging and have no policies in place related to electric vehicle supply equipment(EVSE).California,by far,has the most developed regulatory regime.Localities have tended to address issues such as siting/zoning,station design,parking,and signage.Out of 100 localities surveyed for the 2021 report,49 cities and counties have set ordinances or other regulations governing EVSE installation,23 of which are in California.One city out of the group surveyed included operation-related EVSE requirements.Within metropolitan statistical areas,the lens used to evaluate these cities and counties,there was a lack of alignment on issues generally related to EVSE installation,including permitting.Even in California,not all cities have yet adopted requirements set by the state respecting expedited and streamlined permitting.Correcting this inconsistency is one stated intent behind the enactment of the policy.Policy topics addressed below include the following:states defining public utility and allowing kWh charging installation-related policies operation-related policies EV-charging incentive programs utility-related policies localities expedited permitting requirements parking requirements EV-ready building code requirements signage requirements technical requirementsFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 8The sections below provide an overview and examples of policies that states have set respecting the definition of public utility and allowing kWh charging,installation-and operation-related policies,incentive programs,and utility-related policies.PUBLIC-UTILITY DEFINITION AND ALLOWING KILOWATT-HOUR CHARGINGMore than 30 states have addressed two common issues(Figure 1).The first is clarifying that an EVSE site host is not a public utility and thus not subject to the regulatory regime that governs utilities.The regulatory regime is not applicable and it would prove burdensome to those entities looking to develop EV-charging sites.The second is allowing site hosts to charge by the kWh,which may be more transparent for EV drivers.It is important to note that even if a state has not yet clarified that EVSE or site hosts are not defined as public utilities and not subject to that regulatory regime,no state to date has regulated third-party EVSE as public utilities or prohibited third-party deployments for that reason.EXAMPLES OF STATE POLICIESAddresses bothFIGURE 1:STATES ADDRESSING KILOWATT-HOUR CHARGING AND PUBLIC-UTILITY DEFINITION ISSUESAllows kWh charging onlyAddresses public utility definitionDoes not addressFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 9INSTALLATION-RELATED POLICIESInstallation-related policies cover issues such as siting;permitting;parking;site design(including compliance with Americans with Disability Act(ADA)requirements);property flow;curb cuts;and proximity of charging equipment to other equipment on-site,such as petroleum dispensers.Additional policies include require-ments and processes for construction and installation of EVSE,as well as engagement with the local utility.According to the Fuels Institute Electric Vehicle Councils EV Market Regulatory Report(2020),10 states have adopted such policies.7 Some states,such as Massachusetts,have installation requirements tied to EV-infrastructure incentive programs.Still other states have taken a direct approach with detailed policies.Several examples of state approaches follow in Table 1.7 Fuels Institute,EV Market Regulatory Report,3.TABLE 1:EXAMPLES OF STATE APPROACHES ON POLICIES GOVERNING EVSE INSTALLATIONSTATESUMMARY OF POLICYCaliforniaThe state has adopted an expedited permitting policy under state legislation(AB 1236)that localities in the state must adopt.Cities and counties must adopt an ordinance that creates an expedited and streamlined permitting process for EVSE.Each city or county must consult with the local fire department or district and the utility director to develop the ordinance,which must include a checklist of all requirements for EVSE to be eligible for expedited review.AB-1236 requires the following:Localities must enact ordinances creating an expedited,streamlined permitting process for EVCS including L2 and DCFC.A checklist of all requirements needed for expedited review must be posted on each localitys website.EVCS projects that meet the expedited checklist are administratively approved through a building or similar nondiscretionary permit.EVCS projects are reviewed with a focus on health and safety.Localities are required to allow for electronic submission of application packets for plug-in electric vehicle(PEV)charging stations through email,internet,and/or fax and allow for electronic signatures on all forms.The locality accepts electronic signatures on permit applications.The locality commits to issuing one complete written correction notice detailing all deficiencies in an incomplete application and any additional information needed to be eligible for expedited permit issuance.Any project that meets all the requirements in the checklist,as determined by the locality,shall qualify for expedited review.In the majority of cases,this means that no discretionary-use permit will be required,which can be the most time-consuming aspect of permit approvals.A discretionary permit can only be required if the building official makes a finding,based on substantial evidence,that the EVCS could have a specific,adverse impact upon public health or safety.The health and safety review a locality conducts under AB 1236 uses objective measures and allows building officials to assess if a“specific,adverse impact”may result due to the installation of EVCS or EVSE equipment.For example,health and safety concerns can lead to the need for project revisions when the building official believes that added EV-charging loads may affect existing electrical infrastructure or when the project might create a visual hazard.It should be noted that a visual hazard is different from a visual impairment.California continued on the next pageTable 1 continued on the next pageFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 10Table 1 continued from the previous pageTable 1 continued on the next page 8 California AB-1236 Local Ordinances:EVCS,Chapter 598(approved October 8,2015),available at https:/leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201520160AB-1236;California Governors Office of Business and Economic Development,Electric Vehicle Charging Station Permitting Guidebook,July 2019,https:/businessportal.ca.gov/wp-content/uploads/2019/07/GoBIZ-EVCharging-Guidebook.pdf.9 California AB 970(approved October 8,2021)at https:/leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB970.10 83 Illinois Administrative Code 469.120(2020).11 Massachusetts Department of Environmental Protection,MassEVIP Public Access Charging(PAC)Program Requirements,December 4,2020,accessed Aug.31,2021,https:/www.mass.gov/doc/massevip-public-access-charging-requirements/download.12 Minnesota Statutes 325F.185,326B.35(2020).STATESUMMARY OF POLICYCalifornia continued from the previous pageIn California,EVCS permit applications are supposed to be approved through a truncated permitting process.EVCS permit applications will usually be reviewed for compliance with building,electrical,accessibility,and fire safety regulations.The permit applications may also receive public safety,structural,and engineering reviews based on the processes and organizational structure of the locality.If possible,these reviews are done concurrently.8 Other recent legislation(AB 970)assigns specific timelines for permitting review and deems an application approved if timelines are not met.9IllinoisPrior to installation of an EVCS,the retail customer shall provide notice in writing to the servicing electric utility of plans to install an EVCS that includes the following:the name,address,and electric utility account number of the retail customer who owns,uses,operates,or maintains the EVCS the location of the EVCS when an EVCS is to be installed by an installer,maintainer or repairer(IMR):the business name,address,and phone number of the IMR that is the certificate holder the Commission docket number in which the IMR obtained a certificate from the Commission the load and technical specifications of the charging stations whether the charging station is for personal or commercial use10 MassachusettsMassachusetts is an example of a state that has attached installation requirements as a condition of receiving grant funds to develop EVSE.Its Massachusetts Electric Vehicle Incentive Program(MassEVIP)provides funding for both fleet EVs and the development of EVSE.Among other requirements,applicants must:allow the general public to have practical access to,and use of,the parking space and the EVCS for a minimum of 12 hours per day at the location identified in the application and describe such access in the application ensure the EVCS location is designed to protect the equipment from physical damage,which includes curbs,wheel stops,setbacks,bumper guards,and bollards ensure the charging station parking space and area around the charging station is maintained,including snow removal and general cleaning install directional signage to the EVCS location,starting at the entrance of the parking area ensure the station can charge EVs produced by multiple manufacturers comply with ADA requirements and ensure that at least 5%of the sites EV-charging spaces,but not less than one such space,be accessible to persons with disabilities11MinnesotaEVSE installed in Minnesota must:1)be able to be used by any make,model,or type of PEV;2)comply with state safety standards and standards set by the Society of Automotive Engineers;and3)be capable of bi-directional charging once electrical utilities achieve a cost-effective ability to draw electricity from PEVs connected to the utility grid.These requirements may not apply if the installations require significant upgrades.12 FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 11Table 1 continued from the previous pageSTATESUMMARY OF POLICYOregonThe legislature enacted legislation requiring the development of a statewide EVSE permit and inspection protocol regulations.The EVSE permit covers the installation of all electrical components dedicated to the operation of an EV-charging system,and no other state building code permit is required.Building officials and inspectors shall permit and allow installation of an EV-charging system that has a Building Codes Division special deputy certification label without further testing or certification.However,EVSE installers must obtain a permit from the inspecting jurisdiction for the EVSE.Inspection of an EVSE installation is limited to determining compliance with certain Oregon Electrical Specialty Code provisions.1313 Revised Code of Washington 19.27.540(2021).Source:Compiled by Transport Energy Strategies,August 2021FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 12OPERATION-RELATED POLICIESOperation-related policies govern issues such as how electricity is sold,the marketing of charging services,disclosures required to be provided to customers,the unit of measurement required in selling electricity,and type of receipt required.According to the Fuels Institute Electric Vehicle Councils EV Market Regulatory Report(2020),five states have adopted such policies.14 Several states address operation-related questions that include requiring multiple payment options and/or prohibiting subscriptions plans (Table 2).14 Fuels Institute,EV Market Regulatory Report,3.15 California Health and Safety Code 44268,44268.2(2020);California Air Resource Board,EVSE Standards Regulation,Final Order,June 2020,available at https:/ww2.arb.ca.gov/our-work/programs/electric-vehicle-supply-equipment-evse-standards;4 California Code of Regulations 4001,4002.11(2020).16 Connecticut General Statutes 16-19ggg(2016).17 New Hampshire Revised Statutes 236:131(2020).STATESUMMARY OF POLICYCaliforniaEVSE service providers may not charge a subscription fee or require membership for use of their public charging stations.In addition,providers must disclose the actual charges for using public EVSE at the point of sale;allow at least two options for payment;and disclose the EVSE geographic location,schedule of fees,accepted methods of payment,and network roaming charges to the National Renewable Energy Laboratory.Exceptions apply.Also,the California Air Resources Board has adopted interoperability billing standards for network roaming payment methods for EVSE.Providers would be required to meet these standards within one year of adoption.For new AC chargers after January 2021 and DC chargers after 2023,the state requires EVSE to be type certified and field verified to ensure that a kWh dispensed equals a kWh received.15 ConnecticutOwners and operators of public EVSE that require payment must allow multiple payment options to allow public access.In addition,payment should not require users to pay a subscription fee or obtain a membership of any kind;however,payment required may be based on price schedules for such memberships.Owners and operators can impose restrictions on the amount of time a vehicle can use the EVSE.16 New HampshireIf the owner or operator requires payment for use of the EVSE,they must accept multiple payment options.Also,they must not require users to pay a subscription fee or obtain a membership at any organization to use the equipment.17 Source:Compiled by Transport Energy Strategies,August 2021TABLE 2:EXAMPLES OF STATE APPROACHES ON POLICIES GOVERNING EVSE OPERATIONFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 13EV-CHARGING INCENTIVE PROGRAMSTwenty-four states offer incentives for expanding EV charging that may be applicable to public charging.These incentives are in addition to what is offered by utilities and through the Volkswagen Clean Air Act Civil Settlement.Table 3 provides examples of the types of incentives some states have offered to support EVSE scale up.18 Administrative Code of Arkansas 15-10-903(2020).19 Oklahoma Statutes 68-2357.22(2014).20 Texas Statutes Health and Safety Code 386(2019)and Texas Administrative Code 14.660-114.662(2021).21 Revised Code of Washington 47.04.350(2019).STATESUMMARY OF POLICYArkansasThe Arkansas Department of Energy&Environment Division of Environmental Quality may offer a rebate for each approved private EVCS,public EVCS,compressed natural gas refueling station,liquefied natural gas refueling station,and liquefied petroleum gas refueling station that is not more than 75%of the qualifying costs of the station,not to exceed$400,000;not more than 50%of the eligible equipment purchase and installation cost of the private EVCS,not to exceed$900;or not more than 50%of the eligible equipment purchase and installation cost of the public EVCS,not to exceed$5,000.18OklahomaFor tax years beginning before December 31,2027,a tax credit is available for up to 45%of the cost of installing commercial alternative-fueling infrastructure.Eligible alternative fuels include natural gas,propane,and electricity.The infrastructure must be new and must not have been previously installed or used to alternative-fuel vehicles.19TexasThe Texas Commission on Environmental Quality(TCEQ)administers the Alternative Fueling Facilities Program(AFFP)as part of the Texas Emissions Reduction Plan(TERP).AFFP provides grants for 50%of eligible costs,up to$600,000,to construct,reconstruct,or acquire a facility to store,compress,or dispense alternative fuels in the Clean Transportation Zone,including electricity for EV charging.20WashingtonThe Washington State Department of Transportation offers competitive grants to strengthen and expand the West Coast Electric Highway network by deploying EVSE with L2 and DCFCs and hydrogen fueling infrastructure along highway corridors in Washington.Eligible project costs include siting,equipment purchases,electrical upgrades,installation,operations,and maintenance.21Source:Compiled by Transport Energy Strategies,August 2021TABLE 3:EXAMPLES OF STATE APPROACHES ON INCENTIVE POLICIES TO SUPPORT EVSE SCALE UPFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 14UTILITY-RELATED POLICIESStates have also set policies respecting the utilitys role in EV charging,also known as utility engagement.This does not include PUC or public service commission(PSC)decisions,which will be covered in more detail below.The most common public charging issues state legislatures are addressing related to utilities pertain to setting rates,requiring utilities to submit transportation electrification plans(TEPs)that detail how they will help the state achieve its electrification goals,and addressing the role of utilities in charging.This includes PUC/PSC and/or legislative discussions on the use of existing ratepayer dollars directed toward expanding EV-charging infrastructure and whether that may impact the competitive marketplace for charging as a service.With respect to the latter,several states have and continue to consider whether utilities can own and operate charging stations as well as expanding customer access to EV charging through the direct deployment of charging infrastructure.States already have considered and approved several models that include allowing utilities to(1)deploy make-ready installations that enable infrastructure up to the point of installing a charger,(2)owning and operating installations outright,or(3)providing financial incentives to host sites.These three approaches are summarized in Figure 2.BUSINESS AS USUALUtility/contribution in aid of constructionHost site investmentUTILITY INCENTIVEUtility/contribution in aid of constructionHost site investmentMAKE-READYUtility investmentHost Site investmentOWNER-OPERATORUtility investment1)Business as UsualElectric CompanyCustomer2)Make ReadyElectric CompanyCustomer3)Charger OnlyElectric CompanyElectric CompanyCustomer4)Full OwnershipElectric CompanyUtility incentive paymentsUTILITY DISTRIBUTION NETWORKService connectionSupply infrastructureCharger equipmentMETERCONDUCTOR(BORING/TRENCHING)EV CHARGERELECTRIC VEHICLEPANELTRANSFORMERSERVICE CONNECTIONSUPPLY INFRASTRUCTURECHARGER EQUIPMENTSERVICEMETERPANELCONDUIT WIRINGCHARGING STATIONUTILITY PAD-MOUNTED TRANSFORMERFIGURE 2:EV-CHARGING INFRASTRUCTURE UTILITY MODELSSource:Smart Electric Power Alliance(SEPA),citing M.J.Bradley&Associates,2019FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 15Make-ready installations appear to be a more favored approach than ownership at this time,allowing the utility to construct electrical infrastructure,such as trenching and conduits,which enables charging readiness for site hosts.22 Such a solution may address upfront cost barriers and make charging infrastructure cost competitive for public charging market participants.23 With respect to rates,states are preparing for new,dispersed load growth and expanded peak demand that may strain the electric grid as the EV market continues to grow.24 Some states also are considering how to design utility rates to support charging behaviors that enhance,not threaten,grid reliability and costs,namely inducing chargers(particularly homeowners)not to charge during peak demand periods.25 Utilities are also considering special rate structures for DCFC that reduce or eliminate demand charges,which can often be a barrier to the development of these chargers.On the other hand,states are also recognizing that EVs may benefit the grid as flexible loads,charging during lower demand periods and potentially providing energy back to the grid during peak demand periods through the use of vehicle-to-grid technology.26 22 Matthew Rogotzke,Garrett Eucalitto,and Sue Gander,Transportation Electrification:States Rev Up(Washington,D.C.:National Governors Association Center for Best Practices:2019),https:/www.nga.org/wp-content/uploads/2019/09/2019-09-15-NGA-White-Paper-Transportation-Electrification-States-Rev-Up.pdf.23 Rogotzke et al.,14.24 Rogotzke et al.,14.25 Rogotzke et al.,14.26 Rogotzke et al.,14.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 16STATESUMMARY OF POLICYColoradoPublic electric utilities may provide electricity to charge PEVs as unregulated or regulated services and may recover the costs of distribution system and infrastructure investments to accommodate PEV charging.The Colorado Public Utilities Commission(Commission)should consider revenues from charging PEVs in the utilities service territory in evaluating the retail rate impact from the development of EVSE,which cannot exceed 0.005%of the total annual revenue requirements of the utility.Public electric utilities were required to file an application with the commission for widespread transportation electrification programs within their respective service territories by May 15,2020,and every three years thereafter.Programs may include:investments or incentives to facilitate the deployment of customer-or utility-owned EVSE and associated electrical equipment facilitating electrification of public transit and other vehicle fleets rate designs or programs that encourage PEV charging customer education,outreach,and incentive programs that increase awareness of transportation electrification27 ConnecticutUtility companies must evaluate if it is appropriate to implement PEV time-of-day rates for residential and commercial customers.A time-of-day rate for PEVs is designed to reflect the cost of electricity to the consumer at different times of the day.Utilities that have already made this determination prior to July 1,2017,are not required to do so again.28New MexicoBy January 1,2021,and upon request by the New Mexico Public Regulation Commission thereafter,public utilities must file an application to the commission to expand transportation electrification.Applications may include,but are not limited to,incentives to facilitate the installation of PEV charging infrastructure,electrification of public fleet vehicles,PEV charging rates,and customer outreach and education programs.The commission may approve applications based on whether the proposed projects can be reasonably expected to improve the electrical system efficiency of the public utility;to increase access to electricity as a transportation fuel,including in low-income and underserved communities;to reduce air pollution and greenhouse gas emissions;and to encourage consumer adoption of PEVs.29 UtahThe Utah PSC is authorized to establish a large-scale EVSE program with a maximum cost of$50 million.The program may include utility-owned EVSE,a new EVSE rate structure,and a public education plan.Utilities implementing EVSE programs must submit annual progress reports by June 1 for the previous calendar year.30Source:Compiled by Transport Energy Strategies,August 2021TABLE 4:EXAMPLES OF STATE APPROACHES ON UTILITY ENGAGEMENT POLICIESSeveral states via legislation have directed utilities to develop,or PUCs to oversee,the development of TEPs.Several of these states have defined criteria that utilities must consider in creating their respective TEPs,such as system efficiency,equity(particularly for underserved communities),innovation,competition,and interoperability.They have also provided a degree of guidance about what could be included in TEPs,such as rebate and other incentive programs,public education and outreach,and new rate structures.Table 4 shows examples of types of state policies related to utility engagement.27 Senate Bill 19,077(2019)and Colorado Revised Statutes 41-1-103.3,41-3-116,and 40-5-107(2021).28 Connecticut General Statutes 16-19f(2021).29 New Mexico House Bill 521,2019,and New Mexico Statutes 62-3(2021).30 Utah House Bill 396(2020)and Utah Code 54-4-41(2018).FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 17Much of the action and engagement with respect to charging generally is happening at the regulatory level in respective states PUCs,which have considered hundreds of filings in the last few years from utilities on a range of EV-related issues,including charging,different types of incentives,rates,and others.Table 5 summarizes select examples of utility rate designs that have been approved by PUCs in several states.31 Arizona Corporation Commission,docket number E-01933A-17-0250,Tucson Electric Power Company,filed August 1,2017,https:/edocket.azcc.gov/search/docket-search/item-detail/20126.32 Hawaii Public Utilities Commission,docket number 2018-0422,Maui Electric Company,Limited,filed December 21,2018,https:/dms.puc.hawaii.gov/dms/dockets?action=details&docketNumber=2018-0422.33 Maine Public Utilities Commission,case number 2019-00217,Commission Initiated Request for Proposals for Pilot Programs to Support Beneficial Electrification of the Transportation Sector(P.L.2019 CH.365,Section 5),case start August 20,2019,https:/mpuc-cms.maine.gov/CQM.Public.WebUI/Common/CaseMaster.aspx?CaseNumber=2019-00217.34 State of New York Public Service Commission,Case 18-E-0138,Order Establishing Electric Vehicle Infrastructure Make-Ready Program and Other Programs,issued and effective July 16,2020,https:/documents.dps.ny.gov/public/Common/ViewDoc.aspx?DocRefId=6238DD07-3974-4C4E-9201-3E339E311916.STATESUMMARY OF POLICYArizonaTucson Electric Power was approved on February 20,2019,to invest in certain elements of their Energy Efficiency Implementation Plan.The PSC-approved programs including the distributed energy resource,smart home EV pilot,residential EV rate,REV West,and smart city EV build-out plan.These programs include elements seeking to enhance vehicle-to-grid efforts,including smart charging and incentives for charging infrastructure.31 HawaiiOn January 15,2020,Hawaiian Electric was approved to establish a fast-charging service and EV rate in Maui through the subsidiary Maui Electric Company.The utility will own and operate four DCFC stations that will add to the existing EVohana network on the island.New rates will offer low-cost charging during off-peak daytime hours when solar energy generation is abundant.The utility will replace the existing infrastructure at these sites to allow more types of EVs to access them.The commission reduced the initial budget of the program and required modifications to the EV rate where a rate structure was eventually approved following the companys adoption of the shared savings mechanism requested by the commission.32 MaineOn February 25,2020,the Maine PUC approved portions of several proposed EV pilots by Central Maine Power.The commission denied any funding for DCFC make-ready and incentives,which was the bulk of the$3.5 million initially proposed by Central Maine Power.In addition to$240,000 for make-ready investment in 60 L2 charging stations,the commission also approved a new rate structure for DCFC stations that seeks to lower the operating costs for station hosts.33 New YorkIn July 2020,the state PSC approved a$701 million EV make-ready program that will run through 2025 and be funded by investor-owned utilities(IOUs).The funding is expected to support the development of 50,000 L2 and 1,500 DCFC charging stations in the state.The EV make-ready program will be funded by IOUs in New York state and creates a cost-sharing program that incentivizes utilities and charging station developers to site EV-charging infrastructure in places that will provide a maximal benefit to consumers.The PSC order caps the total budget at$701 million and will run through 2025.34 Source:Compiled by Transport Energy Strategies citing data from Atlas Public Policys EV Hub,Electric Utility Filings Dashboard,June 2020TABLE 5:EXAMPLES OF STATE PUC APPROACHES ON UTILITY RATE DESIGNS FOR EV-CHARGING18FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES EXAMPLES OF POLICIES SET BY SOME LOCALITIESIn the EV Market Regulatory Report,more than 100 of the most populated cities and counties in the U.S.were selected to survey what types of policies,if any,were being implemented.The research revealed that 49 cities and counties policies have ordinances or other regulations in effect concerning public EV charging.Nearly half(23)of those cities and counties are in California,and nearly all policies focus on aspects of EVSE installation.Most public EV-charging regulation appears to take place in cities,though there are a few counties that also regulate public charging.Policies tend to fall into the following categories:permitting requirements specific to non-residential EVSE sites parking requirements specific to EVs signage requirements other specific design or installation requirements that may address issues such as technical requirements(voltage,raceway,power supply),landscaping,fire and safety code compliance,and trip hazards,among other issues EV-ready building code requirementsFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 19Table 6 provides a short example from the city of Atlanta of a general approach to setting these kinds of policies cities and counties and includes the foregoing categories.35 This a brief summary of some of the requirements;see the ordinance for further detail:Atlanta Code of Ordinances Sec.16-28.017(2021).STATESUMMARY OF POLICYAtlanta,GeorgiaEVSE infrastructure shall be installed per the requirements of the current edition of the National Electrical Code(NFPA 70)as adopted and amended by the State of Georgia for enforcement by the City of Atlanta.a.The off-road parking provided for certain specified building occupancies must have EVSE infrastructure installed at the parking spaces dedicated for the use of the building.b.The ratio of EV parking spaces to non-EV parking spaces shall be 1:5 and only applies to the total new parking spaces.c.Designated dual-port EVSE may be dual-usage for ADA-accessible EV-charging spaces and non-ADA-accessible EV-charging spaces with ADA-compliant hardware.The use of the space for accessible parking takes precedence over the need to use this space for EV charging.Other criteria for signage,parking,landscaping is included in the policy such as:1.Installation of EVSE must meet NFPA 625 as it may be from time to time amended.2.EVSE must be mounted on the wall or on a structure at the end of the space provided and must be placed at least 4.5 feet above the parking surface of the space.No charging devices may be placed within the dimensions of a space on the sides or entrance to a space.3.EVSE mounted on structures such as pedestals,lighting posts,bollards,or other devices must be located as to not impede pedestrian travel or create trip hazards.4.Wayfinding signs,if installed,must be placed to effectively guide the motorists to the EV parking space and/or charging station.Private regulatory signage must be placed in a manner that must not interfere with any parking space,drive lane,or exit.5.Each EVCS and parking space for which any parking incentive was granted must be reserved for use as an EVCS or as EV-reserved parking.If time limits or usage requirements are to be enforced by vehicle immobilization or non-consensual towing,the posting of signage that complies with the requirements of the city code applicable to vehicle immobilization or non-consensual towing must be observed.Vehicle immobilization or non-consensual towing may be enforced for the EVCS and parking spaces by the owner or operator of the parking spaces even when no parking incentive was granted.6.Any EVCS and parking spaces for which any parking incentive was granted must be operational at all times.When an EV parking station is not operational for 14 consecutive days,it must be considered to have been removed from service.The failure to maintain the number of EVCSs and parking spaces shall be cause to require the installation of the number of parking spaces required by the district regulations.7.A phone number or other contact information must be provided when the station is not functioning in a manner that allows EVs to be charged.35 Source:Compiled by Transport Energy Strategies,August 2021TABLE 6:EXAMPLE OF LOCAL GENERAL APPROACHES TO SETTING POLICIES FOR PUBLIC EV CHARGING:ATLANTA19FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 20PERMITTING REQUIREMENTSSome cities that were included in the survey require a permit before an EV charger can be installed.Some localities have implemented expedited review processes and requirements for EVSE permitting,particularly in California,which requires localities to implement such processes(noted above).Some localities have developed guidelines,checklists,websites,and other information to assist prospective site hosts.36 Others allow application packages to be submitted online,such as in Houston.37 Common information a locality requires in the permitting process includes:site plans a single-line electrical diagram load calculations and whether a panel upgrade will be required a separate mechanical permit application if ventilation will be required for the station charger installation instructions from the manufacturer how the site host will address accessibility,with clear diagrams and text showing how the project will meet ADA requirements38 easement requests,if necessary36 The city of Tustin,California,has a checklist that exemplifies what an AHJ may require and what a checklist looks like:City of Tustin,Eligibility Checklist for Expedited Electric Vehicle Charging Station Permit:Non-Residential Buildings and Facilities,August 2017,https:/www.tustinca.org/DocumentCenter/View/647/EVCharger-Eligibility-Checklist-Non-Residential-PDF.37 Houston Permitting Center,Electrical Vehicle Charging Outlets Permit,https:/www.houstonpermittingcenter.org/hpwcode1056.38 California Governors Office of Business and Economic Development,Electric Vehicle Charging Station Permitting Guidebook,2829.Localities may require a site plan and may need to address the following elements:utility interconnection requirements and an electrical plan grading and drainage that may be required at the site landscaping plan,particularly if any trees will need to be removed,which may trigger a tree removal permit lighting parking,with the number of required and existing parking spaces shown in the plan some AHJs have ordinances requiring a certain percentage of parking spaces be dedicated to EV charging accessibility and compliance with ADA requirements equipment anchorage EVSE protection,such as with the placement of bollards and curbs ensuring right-of-way for pedestrians and that cords will not present trip hazards types of station and wayfinding signage used to direct drivers into EV-charging spaces adherence to all applicable codes,such as the National Electric Code(NEC),National Fire Protection Code(NFPA)and the International Building Code(IBC),among others.Table 7 provides two examples of approaches to regulating permitting for EV charging.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 2139 Berkeley Municipal Code,Section 19.15(2021).40 City of Boston,How to Guide:Electric Vehicle Charger Installation,December 2019,https:/www.boston.gov/sites/default/files/file/2019/12/How To Install an EVSE.pdf.STATESUMMARY OF POLICYBerkeley,California Prior to submitting an application for processing,an applicant must verify that the EVCS meets applicable health and safety standards and requirements imposed by the state and the city.An EVCS must meet all applicable safety and performance standards established by the California Building,Electrical and Green Building Standards Codes,the Society of Automotive Engineers,the National Electrical Manufacturers Association,and accredited testing laboratories such as Underwriters Laboratories and,where applicable,rules of the Public Utilities Commission regarding safety and reliability.A permit application that satisfies the requirements in the citys checklist must be deemed complete and be promptly processed.Upon confirmation by the building official that the permit application and supporting documents meet the requirements of the citys checklist and are consistent with all applicable laws and health and safety standards,the building official will approve the application and prepare the permit for issuance.If the building official determines that the permit application is incomplete,the building official must issue a written correction notice to the applicant,detailing all deficiencies in the application and any additional information required to be submitted to facilitate expedited permit issuance.Review of an application must be limited to the building officials review of whether the application meets the checklist and any applicable California Building Standards Code requirements.However,if the building official makes a finding,based on substantial evidence,that the EVCS could have a specific,adverse impact upon the public health and safety,the applicant may be required to apply for a use permit.In the case that a use permit to install an EVCS is required,its application may not be denied unless written findings are made based upon substantial evidence in the record that the proposed installation would have a specific,adverse impact upon the public health or safety,and there is no feasible method to satisfactorily mitigate or avoid the specific,adverse impact.The findings must include the basis for the rejection of potential feasible alternatives of preventing the adverse impact.39 Boston,MassachusettsThe City of Boston has separate permitting processes for new and existing developments.An electrical permit is required to install EVSE for existing developments.However,installation of a charging station associated with the development of a new residential or non-residential property can be processed in association with the underlying permit(s).Electrical permit applications are on the citys online portal,where the user creates an account to electronically apply for permits.Relevant project information includes any team members,number of floors being worked on,existing service,new service information,and attaching all necessary attachments.After obtaining the required permit and satisfying the relevant requirements,site hosts can proceed with installation.40 Source:Compiled by Transport Energy Strategies,August 2021TABLE 7:APPROACHES TO REGULATING PERMITTING FOR EV CHARGINGFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 22PARKING REQUIREMENTSSeveral cities have parking-related requirements for EVs(Table 8).41 Clayton County Georgia Code of Ordinances,Section 4.87(L)(2021).42 The Dallas City Code,Section SEC.51A-4.217(2021).43 Mesa Arizona Code of Ordinances,Section 11-32-4(2021).44 Montgomery County Maryland Code,Section 6.2.5.F(2021).45 Riverside County California Code of Ordinances,Section 17.188.045(2021).STATESUMMARY OF POLICYClayton County,GeorgiaA minimum of one EVCS shall be provided for all new developments that have 100 parking spaces or more.41 Dallas,TexasUp to 10%of parking counted as required parking for a main use on the property may be EV-charging spaces.42Mesa,ArizonaIf spaces for EVs are provided,allowed compact parking spaces can be increased by 1%for every two EVCSs;up to a maximum of 25%of the total minimum required.43(11-32-4).Montgomery County,MarylandAn EVCS-ready parking space must be:1.located in a preferential,highly visible area within the parking facility2.a minimum width of 9 feet3.designed so that the space and pathways for the future installation of at least a 120-volt charging station and associated infrastructure are provided4.constructed such that all conduits leading to the electrical room,including electrical service conduit,service size,and the electrical room,are appropriately sized to accommodate future electrical equipment necessary for the number of EVCS-ready parking spaces required.44Riverside County,CaliforniaAll development projects that require 25 to 49 parking spaces shall designate two parking spaces for EVs.All development projects that require 50 or more parking spaces shall designate three spaces for EVs and designate one additional space for EVs for each additional 50 parking spaces.All EV parking spaces shall be serviced by an EVCS.If capable,a charging station may service more than one EV parking space.All EV parking spaces shall be shown on parking site plans.Charging stations and associated equipment or materials shall not encroach into the minimum required areas for driveways,parking spaces,garages,or vehicle maneuvering.45Source:Compiled by Transport Energy Strategies,August 2021TABLE 8:APPROACHES TO REGULATING PARKING FOR EV CHARGINGFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 23EV-READY BUILDING CODE REQUIREMENTSCalifornia,Massachusetts,Oregon,and Washington and more than 23 localities have implemented EV-ready building codes that require a certain percentage of parking spaces in residential,multi-unit dwellings,and commercial buildings to be EV-ready and/or EV-capable.46 These terms are defined as follows:EV-ready spaces:Full circuit installations include 208/240 V,40-amp panel capacity,raceway,wiring,receptacle,and overprotection devices similar to a dryer circuit.EV-capable spaces:Panel capacity and the conduit(raceway)are installed to accommodate the future build-out of EV charging with 208/240 V,40-amp circuits.EV-installed spaces:EV charging must be installed in new buildings that are constructed.46 The Southwest Energy Efficiency Project is tracking these developments on an ongoing basis:“EV Infrastructure Building Codes:Adoption Toolkit,”Southwest Energy Efficiency Project,https:/www.swenergy.org/transportation/electric-vehicles/building-codes#requirements.47 The International Code Council,“Electric Vehicles and Building Codes:A Strategy for Greenhouse Gas Reductions”,September 2021 at https:/www.iccsafe.org/wp-content/uploads/21-20604_COMM_EV_Strategy_RPT_v5.pdf(hereinafter“International Code Council).The International Code Council in September 2021 published an educational resource on EV-readiness provisions for residential,multi-unit dwellings,and commercial buildings.47 Table 9 summarizes model code language pertaining to commercial buildings.Notes:(a)Where EVSE-Installed Spaces installed exceed the required values in Table C401.4.1 the additional spaces shall be deducted from the EV-Ready Spaces requirement.(b)Where EV-Ready Spaces installed exceed the required values in Table C401.4.1 the additional spaces shall be deducted from the EV-Capable Spaces requirement.Source:International Code Council,September 2021TABLE 9:EVSE-INSTALLED,EV-READY SPACE AND EV-CAPABLE SPACE REQUIREMENTS FOR NEW COMMERCIAL BUILDINGSTOTAL NUMBER OF PARKING SPACESMINIMUM NUMBER OR%OF EVSE-INSTALLED SPACES(A)MINIMUM NUMBER OR%OF EV-READY SPACES(B)MINIMUM NUMBER OR%OF EV-CAPABLE SPACES1 2 10 11 15 16 19 21-25 26 _#or _%of total parking spaces_#or _%of total parking spaces_#or_%of total parking spacesFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 24The model code recommends that:Construction documents shall indicate the raceway termination point and proposed location of future EV spaces and EVSEs.Construction documents shall also provide information on amperage of future EVSE,raceway methods,wiring schematics and electrical load calculations to verify that the electrical panel service capacity and electrical system,including any on-site distribution transformers,comply with the requirements of this code.Vehicle spaces equipped with EVSE shall be identified by signage.A permanent and visible“EV-Capable”or“EV-Ready”label shall be posted in a conspicuous place at the service panel to identify each panel space reserved to support EV-Capable or EV-Ready Spaces,respectively and at the termination point of the raceway or circuit termination point.48 Table 10 provides examples of EV-ready building codes that cities have instituted.48 International Code Council at 10.49 Chicago City Ordinance SO2019-8025(April 24,2020).50 ity of Denver Community Planning and Development,Code Amendment Proposal(2019).51 San Jose California Municipal Code,Section 24.10.300(2021).52 Sedona Arizona City Code,Section 15.45(2021).53 Seattle Municipal Code,Section 23.54.030(L)(2021).LOCALITYSUMMARY OF POLICYChicago,Illinois20%EV-ready(30 spaces)49Denver,Colorado5%EV-installed,10%EV-ready,10%EV-capable 50 San Jose,California10%EV-installed,40%EV-capable 51 Sedona,Arizona5%EV-capable 52 Seattle,Washington10%EV-ready 53Source:Compiled by Transport Energy Strategies,August 2021TABLE 10:APPROACHES TO REGULATING EV-READY BUILDING CODES FOR EV CHARGING IN NON-RESIDENTIAL SPACES24FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 25SIGNAGE REQUIREMENTSSeveral cities have signage requirements for EV charging;see Table 11 for examples.54 Jersey City Code of Ordinances,Section 332-28.1(2021).55 Kansas City Missouri Zoning and Development Code,Section 88-305-10-E(2021)56 Miami-Dade Florida County Code of Ordinances,Section 33-122.5(2021).STATESUMMARY OF POLICYJersey City,New JerseyAt the direction of the municipal engineer,there must be appropriate signs and markings to be placed in and around the EVCS that prominently indicate the parking regulations.The signs must identify the voltage and amperage levels;define time limits,fees,and hours of operation,as applicable;and state that the charging station space is reserved for charging purposes only,which is to be defined as occurring when a vehicle is connected to the EVSE for electric charging purposes.54Kansas City,MissouriEV-charging equipment must be designed and located so as to not impede pedestrian,bicycle,or wheelchair movement or create safety hazards on sidewalks.1.Information must be posted identifying voltage and amperage levels and any type of use,fees,or safety information related to the EVCS.2.A public EVCS must be posted with signage indicating that the space is reserved for EV-charging purposes only.55 Miami-Dade County,FloridaAll EV parking spaces shall be prominently designated with a permanent above-ground sign that conforms to the figure below entitled“Electric Vehicle Charging Station Sign.”The bottom of the sign must be at least 5 feet above grade when attached to a building,or 7 feet above grade for a detached sign.The number of required EVSE spaces or EVSE-ready spaces shall be determined based on the total number of off-street parking spaces,as shown in the table in the statute.The property owner or operator may establish the hours during which vehicles may be charged and the length of charging time permitted per vehicle,provided such information is depicted on the sign in the manner shown in the figure included in the ordinance.56 Source:Compiled by Transport Energy Strategies,August 2021TABLE 11:APPROACHES TO REGULATING SIGNAGE FOR EV CHARGINGEVELECTRICVEHICLEPARKINGAND CHARGINGSTATIONHOUR#CHARGINGAMPMTO76FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 26TECHNICAL REQUIREMENTS Several cities have technical requirements for EVs;see Table 12 for examples.There may be other technical requirements,codes and standards that will be applicable as well and need to be considered,including the International Fire Code(IFC),National Electric Code(NEC)and National Fire Protection Association(NFPA)Code.57 Gwinnett County Code,Section 115.1(2022).58 City of Santa Clara Code,Section 15.38(2022).59 City of Warren Zoning Code,Article IV-E(2022).STATESUMMARY OF POLICYGwinnett County,GeorgiaCommercial buildings,multifamily residential buildings and single-family residential units shall have electrical panels installed with space reserved for the installation of a 2-pole single-phase circuit that can be used for an electric vehicle charging system.57Santa Clara,CaliforniaSanta Clara implements the California Green Building Code,which includes a technical provision related to construction plans and specifications.These must demonstrate that all raceways shall be a minimum of 1”and sufficient for installation at all required EVCS.Electrical calculations shall substantiate the design of the electrical system to include the rating of equipment and any on-site distribution transformers and have sufficient capacity to simultaneously charge EVs at all required EVCE including EV Capable spaces;and service panel or subpanel(s)shall have sufficient capacity to accommodate the required number of dedicated branch circuit(s)for the future installation of the EVSE.58Warren,MichiganElectric vehicle charging stations shall be maintained in all respects,including the functioning of the equipment.A phone number or other contact information shall be provided on the equipment for reporting non-functioning equipment,malfunctioning equipment,or other issues regarding the equipment.59Source:Compiled by Transport Energy Strategies,August 2021Note:These provisions are part of an overall EV-ready policy for these two areas.Policies cross over and may cover a range of topics.TABLE 12:APPROACHES TO TECHNICAL REQUIREMENTS FOR EV CHARGING26FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 27SITE DESIGN REQUIREMENTSSeveral cities have other site design requirements for EVs;see Table 13 for examples.60 Mesa Arizona Code of Ordinances,Section 11-32-4(2021).61 Montgomery Maryland County Code,Section 6.2.5.F(2021)62 Town of North Hempstead,New York,Municipal Code,Section 70-203X(2021).STATESUMMARY OF POLICYContra Costa County,California Each EV-charging space must include a posted sign and painted curb,or ground markings,indicating that the space is exclusively for EV-charging purposes.EV-charging equipment must be located so that pedestrians are not required to cross between the EV-charging space and the EV-charging equipment.The EV-charging equipment may not obstruct any ADA-compliant sidewalk,entrance,curb-cut,or ramp,while in use or otherwise.EV-charging equipment must be illuminated by lighting to enable the equipment to be used at night.Concrete-filled steel bollards or other similar barriers must be installed between EV-charging equipment and an EV-charging space under certain conditions outlined in the code provision.Mesa,ArizonaEVCS may be placed in parking lot landscape islands.If necessary,shrubs and ground cover may be eliminated to accommodate the charging equipment.60Montgomery County,MarylandAn EVCS-ready parking space must be1.located in a preferential,highly visible area within the parking facility;2.a minimum width of 9 feet;3.designed so that the space and pathways for the future installation of at least a 120 V charging station and associated infrastructure are provided;and4.constructed such that all conduits leading to the electrical room,including electrical service conduit,service size,and the electrical room,are appropriately sized to accommodate future electrical equipment necessary for the number of parking spaces required to be ready for EVCS.61North Hempstead,New YorkAn EVCS shall be permitted in all commercial districts,subject to the following:1.Each EVCS shall include vehicle-impact protection(bollards)or a similar structure.2.A maximum of two parking spaces that are designated for the exclusive use of electric charging and the sale of electricity may be counted toward the off-street parking requirements specified in 70-103.3.Components for an EVCS may encroach up to 36 inches into a required setback or buffer.62Source:Compiled by Transport Energy Strategies,August 2021TABLE 13:APPROACHES TO REGULATING SITE DESIGN FOR EV CHARGING28FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES In discussions with stakeholders involved in the EV-charging space,and as shown in the experiences and recommendations below,common issues related to expanding public charging include:creating necessary incentives to help reduce investment risk and address demand charges expediting permitting updating and addressing permitting,inspection,and zoning codes may inadvertently serve to constrain charging expansion instituting EV-ready/capable building codesTypes of Policies that Can Best Facilitate the Quick,Efficient Expansion of Public EV-Charging Infrastructure:VIEWS FROM INDUSTRY STAKEHOLDERSFUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 29Stakeholder also raised the issue of reliability of charging stations and incorporating equity,which localities should consider.They highlighted the need to begin planning now for the future expansion of charging;for localities to consider harmonizing policies,especially in metropolitan areas as well as at the state and even national levels;for policymakers to better understand the EV-charging space;and for better coordination at all levels of government.Turning to demand charges,PUCs should address issues surrounding cost recovery,TOU,and demand charges.One of the primary operating costs for DCFC stations is the cost of electricity.In the absence of an EV-charging rate,DCFC customers take service under rates that include both energy and demand components.A study by Rocky Mountain Institute found that when utilization of DCFC stations is low,which is common given the nascency of the technology and EV industry,demand charges can account for up to 90%of a stations monthly electricity bill,resulting in prohibitively high operating costs.To meet current and future EV needs,and maximize ratepayer savings,some third-party charging companies have said that utilities might consider designing and implementing purely volumetric energy-based EV-charging rates that mitigate the impact of demand charges.Some state PUCs have instituted new demand charge“holiday”rates or reductions.Examples include:Southern California Edison:Created an approved demand-charge-free rate for all non-residential DCFC load for a five-year period,followed by the phase-in of a modest demand charge over the following five years.The long-term demand charge is lower than the demand charge on the default rate.The TOU volumetric energy charges have been increased to recover costs previously recovered in the demand charge.Eversource(Connecticut):Approved a demand-charge-free rate for all DCFC charging load with increase in volumetric energy charge to recover costs previously recovered in the demand charge.No limit on term of rate offering.NV Energy(North and South territories)(Nevada):Approved a DCFC rate with a ten-year transitional demand charge(20192028).ConEd(New York):Approved an economic development rate for DCFC that includes a bill discount for seven years.Pacific Power(Oregon):Approved a rate beginning with a demand-charge discount of 90%,phasing in at 10%per year until the demand charge is restored at 100%.TOU volumetric energy charges are adjusted to recover costs previously recovered in demand charges.Florida Power and Light:With approval by the Florida PSC,the company has created the utility-owned public charging for EVs tariff of$0.30 kWh for electricity sold to users of DCFC stations.The rate is based on a comparison of a cost-per-mile basis of recent gas prices.Two other tariffs,1)EV-charging infrastructure riders for general service demand and 2)general service large demand,will reduce the impact of demand changes brought about by charging stations with low utilization.With respect to permitting,states can implement policies that have been proven effective,such as Californias streamlined permitting and make-ready laws as well as New Jerseys accessory use bill(S3223)noted in the sections above.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 30Localities can adopt EV-ready/EV-capable building codes to help facilitate the expansion of charging.Buildings constructed today will last for 50 years or more and retrofitting parking structures is at least four to eight times more expensive than outfitting garages at initial construction,with residents often bearing these costs.When installed during initial construction,EV-charging infrastructure costs are generally less than 1%of the total building construction cost.Elements that could be included in EV-ready/capable building codes specifically for multi-unit dwellings and non-residential/commercial properties include:Size the primary electrical panel capacity to provide 20%of parking stalls with at least 40-amp 208/240 V service for each parking space.Distribute subpanels throughout parking facility,with no parking space more than 100 feet from an interconnection point(deeded spaces).“Future proof”the building by providing the option to utilize automatic load-management systems to provide L2 EV charging to 100%of parking spaces,as described in section 625.41 of the National Electrical Code(2014).Require that 20%of spaces be EV-ready and up to 100%of spaces be EV-capable.Finally,several stakeholders highlighted that an extended zoning review,with multiple rounds of commenting,and the application of parking count minimums are the most common causes of project delays.Below are recommended policies and best practices local governments can adopt to improve EV-charging installation timelines:Establish and enforce permitting turnaround times.For example,a California law(AB 970)deems a permit automatically complete within 5-10 days and deems a permit automatically approved within 20-40 days.Establish an expedited EV permit review process that encourages permit reviewers to administratively approve permits(a.k.a.“approved as noted”).An example is Californias expedited permitting law,noted above.).Amend zoning codes to clarify that public EVCS(L2 or DCFC)does not require further zoning board approval and to clearly identify any exceptions.Appoint an EV-infrastructure permitting point-person to help applicants through the entire permitting process.Align planning codes so that EVCS application reviews are limited to health and safety.Publish an ordinance or bulletin clarifying that EV-charging spaces count as one or more parking spaces for zoning purposes.Count EVCS spaces as regular parking stalls in the parking count study to include supporting equipment(transformer,switchboards,power cabinets).California legislation(AB 1100 and AB 970)can serve as a model or guide for states and localities.Classify EVCS is as an accessory use to a site,not as a traditional fueling station.Allow EVCS as an approved use as a primary use of a site with streamlined permit and zoning review.Require only an electrical permit,as opposed to an additional EVCS permit.Adopt an online permitting process.Clear permitting and inspection processes,requirements,and forms should made available on a public-facing website for single-family home,multi-family home,and workplace,public,and commercial medium-and heavy-duty charging.Establish an online submittal and payment process,ideally through a portal.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 31 Route permit applications through one department,not multiple.In cases where multiple departments need to review,the reviews should be concurrent rather than sequential.Limit the number of review comments and consolidate when possible.Incorporate and prioritize planning for zero-emission vehicles and supporting infrastructure within documents,such as the general plan,capital improvement plan,climate action plan,and design guidelines.Offer pre-application meetings with knowledgeable staff.Finally,several stakeholders raised the issue of utility service connection timelines and site constraints and easements,with the following regulatory best practices recommended:Require utilities to disclose average timelines for service connection for EV-charging accounts.Provide special easement considerations for EV charging,including the ability to include utility easement language in site leases and contracts between an EV-charging developer and landowner or a long-term ground lessee.Allow for utility make-ready for EV charging(which could be modeled after legislation enacted in California,AB 841).Allow visibility into where power is available on the grid,such as with hosting capacity maps or a way to check with the utility if power is available at a specific site.Improve the feasibility study phase for new projects without having to go through the full design process.Maintain an inventory of utility equipment commonly used in EV-infrastructure installations,specifically transformers that otherwise can be“made to order”and require long lead times.Provide dedicated design and construction staff for EV-infrastructure projects.Streamline utility design approvals.Below are specific recommendations and perspectives from various stakeholders involved in expanding public charging.NORTH CENTRAL TEXAS COUNCIL OF GOVERNMENTS:Its Important for Localities to Prepare Now for EV GrowthThough EVs only represent 2%of vehicle sales in the U.S.as of 2021,that will change in the coming years,and localities need to be prepared.EV readiness is an important priority for the North Central Texas Council of Governments,as a fast-growing region with EV uptake growing faster than the national average.With all the economic growth in the region and new construction,supporting the development of EV-charging infrastructure(both public and private)with EV-ready/EV-capable building codes is becoming a priority,and it makes economic sense to put the infrastructure in so that when the time comes to install EVSE,the costs will be lower and more manageable.Another important policy consideration for localities are incentives for putting infrastructure into place,such as local government incentives that would waive or expedite permits if charging infrastructure is installed in new building construction.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 327-ELEVEN:We Need Better Solutions for Demand Charges and Expedited/Streamlined PermittingThere are many barriers to the successful implementation and operation of the EV-charging business,according to Becky Knox,senior energy policy analyst at 7-Eleven Inc.Removing barriers to market,such as high demand charges and slow,antiquated siting and construction processes,are key to ensuring the rapid expansion of nationwide fast convenient EV charging for all customers.7-Eleven believes that state policymakers,utilities,and stakeholders need to work together on solutions that create more favorable rate structures for EV fast charging.Companies are less likely to invest in areas with high demand rates because they can add significant cost to operations,making a successful long-term business unobtainable.At this early stage in the EV market,when charger utilization is still relatively low,it will be difficult,and costly,to successfully operate a nationwide fast-charging network if the demand-charge issue is not addressed.Additionally,the process of installing EV infrastructure for DCFC needs to be updated and expedited.This includes working with AHJs to streamline the permitting and inspection process so that projects can move forward faster.It also includes working with utilities to expedite siting of locations with available capacity as well as speeding up interconnection and easement processes.Some states have already started addressing these issues and could provide a good foundation for identifying best practices and lessons learned.Working in partnership with state policymakers,AHJs,utilities,and other stakeholders to create favorable utility rate structures and streamlined implementation processes are key factors in advancing the EV fast-charging market.These types of changes will help ensure that consumers have access to more convenient,reliable,and fast EV-charging solutions.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 33FLO:Localities Have a Critical Role to Play in Expanding ChargingFLO is a leading North American EV-charging network operator and a major provider of smart charging software and equipment.FLOs headquarters and network operations center are based in Canada,with an office in Montreal and regional teams located in Ontario,British Columbia,California,New York,and Texas.There are measures that already exist in other jurisdictions that localities should consider adopting to better facilitate the expansion of public charging infrastructure.For example,the company is supportive of expedited and streamlined permitting policies,such as those that exist in California.Second,enforcing measures that already exist are important.One example is enforcing parking policies that restrict EV-charging spaces to only EVs.Adopting EV-ready/EV-capable building codes is important,such as the Green Building Code legislation adopted in California and implemented by localities.However,Californias building code currently only addresses L2 charging;FLO recommends a pathway encouraging DCFC make-ready infrastructure build-out so that the option is available to site hosts that want it.This is an issue that is currently under discussion and being addressed in California.Policies should be flexible and focus on the“state of the art.”For example,California has minimum requirements with respect to payment standards,which requires an EMV-chip credit-card reader.However,FLO notes that while this is beginning to phase out,regulators will likely be to slow to adapt the regulation as the market evolves quickly.This will result in unnecessary added costs and create potential reliability issues with the station.Localities should beware of lowest-cost charging solutions.Rather,to ensure people keep adopting EVs,governments need to focus on both increasing the quantity of charging stations and ensuring the quality of those stations.Cory Bullis,senior public affairs specialist for the U.S.for FLO,says,“FLO is trying to prevent a race to the bottom with charging equipment because there are tons of stories about broken chargers in the wild.Consumers are frustrated,consumers hate it,and then they feel like EVs are not a good fit for them.”One way to address this,he says,is by developing and implementing a reliability standard.“In any of your procurements,you should mandate a percentage of uptime,in a given year,”Bullis notes.FLO recommends at 97%uptime target.Since localities are using public dollars and need to show good stewardship of these funds,they should require uptime to guarantee reliability and reduce downtime.In addition,localities have a central role in developing curbside charging because they can help with site selection,permitting,and reserving spots for charging.Bullis notes that“cities need to take an active role in guiding and shaping that process to make it a reality.And cities should want curbside charging to be a tool in their toolbox because its going to be an important service for a lot of their citizens that cant access charging at home,especially those at apartment complexes.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 34Finally,equity is also an important consideration in expanding public EV charging.FLO suggests the following principles that localities should consider in ensuring equity,particularly in low-income,disadvantaged,and rural communities.1)Ensure funding provides assured and measurable benefits:Given that low-income and disadvantaged communities have typically been left behind in initial efforts to electrify transportation,50%of ongoing public and ratepayer funding for transportation electrification programs should go to projects located in these communities.Half of these funds should also go to projects that benefit households with lower incomes residing in these communities.Projects must be allowed to fulfill both of these requirements if they meet specified criteria.2)Distribute charging stations equitably:To ensure all communities can access and benefit from EVs,governments and utilities need to ensure the chargers they fund are distributed evenly by population density,geographical area,and population income levelincluding low-,middle-,and high-income levelsacross the state and their respective service territories,with considerations given to redundancy in deployment to provide adequate support to drivers.3)Ensure equitable reliability of charging stations:Public-or ratepayer-funded charging stations must be reliable and maintained equitably across communities,regions,geographies,and charging networks.No communitywith a particular focus on low-income and disadvantaged communitiesshould struggle with a lower level of reliability from publicly funded stations deployed in their area.State agencies and utilities should analyze the reliability of public-or ratepayer-funded charging stations to determine whether there are inequities with regards to their reliability.4)Deploy stations in rural areas:As part of statewide efforts to deploy charging stations evenly,the unique challenges to deploying infrastructure in rural communities,where electrical capacity is often limited,must be addressed.Identifying best practices and lessons learned has the potential to help standardize and expedite solutions in these areas;in other words,our solutions must be data driven.Deploying more robust infrastructure in rural areas also enables potential microgrid developments and vehicle-grid integration solutions,which provides resiliency benefits in the event of public-safety power shut-offs.5)Fund community-based organizations to deliver incentives to households with lower incomes:Governments and utilities offer a number of consumer-facing incentives for EVs and charging stations,among other things.Public access to these incentives is often obscured or overly complex,which only exacerbates trust issues typically expressed by marginalized groups toward government bodiesand limits the uptake of EV incentive programs.Partnerships with community-based organizations,then,are crucial given that these organizations best understand the unique needs of their respective communities and can more effectively deliver these incentives to households with lower incomes to make sure families can access the benefits of these technologies.6)Electrify shared-mobility applications:Shared-mobility applications provide critical access to transportation,and driver and rider demographics are typically primarily represented by lower-income and underserved groups.To support these services transition to EVs and help underserved groups access zero-emission shared-mobility services(which can include car-sharing,ride-hailing,and vanpooling services),government,utilities,and infrastructure providers must have a dedicated FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 35focus in deploying infrastructure solutions at“urban mobility hubs,”where shared-mobility vehicles are most concentrated,defined as downtown cores,airports,and nearby multi-dwelling units.7)Upgrade panels to support home charging for households with lower incomes:Many older homes,typically built decades ago,are occupied by people with lower incomes and lack the appropriate electrical infrastructure to support EV charging.The cost to upgrade electrical panels is one of many barriers that prohibit families living below certain income thresholds from switching to an EV.Given the substantial wage gaps between families at the lower and higher ends of income ranges,dedicated funding is needed to target these households and remove this cost-related barrier to electrification.Doing so will have a multiplier effect by also enabling building electrification and supporting renewables integration.SOUTHERN COMPANY:Engage Utilities NowLincoln Wood,electrification policy manager at Southern Company,says its important for states and localities to engage utilities,especially as they prepare to devote more funding to installing EV-charging infrastructure.He says,“With$7.5 billion in federal EV infrastructure funding made possible by the bipartisan infrastructure bill,it has never been more important to engage utilities early in the process.We want to partner with state and local governments,transportation agencies and industry stakeholders to share our energy expertise and knowledge of state requirements to put these funds to work quickly and efficiently.”Wood says it is critical that the lines of communication remain open among site hosts,charging companies,state and local officials,and utilities to expand EV-charging infrastructure.He notes its important to understand more how utilities work and their constraints.“Utilities have regulatory responsibilities there are processes and reasons for why things are done the way they are.We are in the business of providing safe,reliable,affordable,and clean electricity to the customers we serve and remain focused on proactive grid preparation and management to meet EV charging demands as the market matures.”Wood says harmonizing various regulatory processes at the state and local levels,as well as funding and timelines,is an all-hands-on-deck task to ensure that as EVs begin to scale up,the infrastructure will be there.He points to,as an example,the regulatory lag that can occur in PSCs between the time that utility programs are approved and that they can actually be implemented.He notes that federal funding will help speed up the expansion of charging infrastructure but aligning processes is important as well.Wood says that grant funding will be available down the road for ports and airports for conversion from diesel to EVs and will involve a multi-stakeholder process to apply for those grants.Its important for states and localities to begin looking at potential opportunities and preparing for them now.“To me,that means laying the groundwork now,”he says,“so that when the time comes,the right players are in the room at the right time to put the proposal together.”KUM&GO:Metropolitan Areas Should Consider Harmonizing EV-Charging PoliciesIn addition to addressing the issue of demand charges(a critical barrier in expanding charging),in Kum&Gos view there are three other areas that localities should consider as they develop and implement EV-charging policies:improving the permitting process by adopting expedited,streamlined permitting policies;clarifying ADA requirements related to charging;and harmonizing policies among localities in metropolitan areas,if not state-or nationwide.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 36Brad Petersen,director of retail fuels at Kum&Go,says that permitting varies widely among the jurisdictions where the company operates and,surprisingly,some of the most progressive and supportive charging policies also have the most complicated permitting regimes.“We are able to complete our permitting stage and start construction in a timely manner in some areas,and in other areas the permitting process is very slow,”he says.This will need to change to expand charging,or fuel retailers may conclude it is just too complicated to develop charging stations in some jurisdictions.Another issue Petersen highlights is that localities should consider clarifying for site hosts the ADA accessibility requirements for charging sites.These issues are currently being considered in states like California,but Petersen says it will ultimately save time and costs for charging station developers to have clarity on what those requirements are as charging continues to grow.He also highlighted potential ADA issues with existing stations that may affect site hosts.“Localities really need to be considering this now as they develop charging policies,”Petersen says.Finally,Petersen says regulatory consistency,at least among localities in metropolitan areas,is critical.To really help expand charging infrastructure,regulatory regimes should ideally be consistent at the state or even national levels.The difficulty for fuel retailers and convenience store operators is that they typically have consistent,replicable store designs to control both development costs and provide a seamless customer experience.A patchwork of regulatory requirements may impact both.“When we build stores,we try to be consistent,”Petersen says.“The inconsistencies create complications and slows down the process,and it creates additional work to ensure compliance.”Harmonized regimes,especially for permitting,could address this issue.FREEWIRE:Ensure Policies Account for New,Emerging TechnologiesPeter Olmsted,director of regulatory affairs for FreeWire Technologies,explained that with the substantial public and private investments being committed to deploy EV-charging infrastructure,it is critical to ensure that these investments result in the biggest bang-for-the-buck.DCFC will be a critical piece of the EV-charging ecosystem as long as deployment is timely and cost effective.FreeWire observes that the time and cost associated with building or upgrading traditional electrical and grid infrastructure can present barriers to the deployment of fast-charging equipment,which presents a risk to meeting EV adoption targets.FreeWire offers battery-integrated ultrafast charging solutions that overcome these barriers and deliver energy whenever and wherever its needed by connecting to the grid at low voltage power that is converted to high power output delivered to vehicles.With this innovative technology,Olmsted says FreeWires Boost Charger can avoid the complexity of upgrading traditional grid infrastructure,as well as help to manage energy costs associated with fast charging.“We are encouraging utilities,regulators,and policymakers to think outside of the box and design EV-charging programs that leverage and reward technology innovations such as pairing DCFC and energy storage technologies,”says Olmsted.“By creating space in EV-charging programs for innovative solutions to compete on equal terms,FreeWire believes that site hosts will be able to select from the broadest range of technology options available in the market.We believe that the best EV-charging programs are those that are designed to encourage the most optimal outcome,including speed of deployment and reduced grid impact.While we understand the purpose of utility make-ready and demand-charge relief programs,we are concerned that these will slow deployment and increase the total cost of fast-charging solutions.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 37For example,Olmsted notes that FreeWire has proposed a per-kWh incentive for battery storage in some states to support the deployment of EV charging paired with battery storage.In other words,in situations where battery-integrated EV charging offers the ability to reduce costs associated with make-ready infrastructure,FreeWire has suggested that it would be appropriate to incentivize these technology configurations.This would put different technology solutionsmake-ready infrastructure and technologies like FreeWireson equal footing in terms of the customer value proposition.“Funding can be invested in traditional make-ready infrastructure or on capital equipment and energy storage,”Olmsted says.“We are trying to educate policymakers and regulators that there is opportunity to push the industry to innovate and deliver solutions that will benefit EV drivers,site hosts,the grid,and ratepayers at large.”Olmsted also points out that with the new federal funding for EV-charging infrastructure,it will be critical for states and localities to build on prior programs,such as those established as part of the Volkswagen Settlement.Olmsted says,“Its important to get those dollars to work as quickly as possible to expand charging across the country.States and localities should look at lessons learned from these programs in order to stimulate near-term market activity.”ELECTRIFY AMERICA:Addressing Demand Charges,Charging Station Permitting,and EV-Ready Building Codes Is Crucial to Expanding Ultra-Fast ChargingAccording to Electrify America,addressing utility-demand charges at the state level,and permitting processes as well as EV-ready building codes at the local level,are critical for expanding public EV charging,including ultra-fast charging.In the companys view,utility-demand charges present the largest long-term barrier to expand the development of public EV charging in the U.S.because of the impact utility-demand charges have on EVCS and especially on high-power charging.Many in the industry have recognized this,but it has become a more critical issue as charging stations have moved toward much higher rates of power.“It used to be that when you did a DC fast charging installation,you installed maybe one or two 50 kilowatt chargers,”says Andrew Dick,state government affairs and public policy manager at Electrify America.“Your entire site level demand was a maximum of 50 or 100 kilowatts.But the minimum we install at our standard highway corridor site is two 350 kilowatt and two 150 kilowatt chargers,or 1000 kilowatts of potential demand.”That is 10 to 20 times more powerful than a conventional installationand this has evolved in just a few years.The increase in power increases the exposure to demand charges,which are based on maximum site-wide power demand during a billing period.“It used to be the conventional wisdom in this industry FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 38and with some policymakers that demand charges are a utilization problem,”Dick says.The idea is that charging would hit a tipping point in utilization where a charging company would generate enough in revenues because there are frequent enough charging sessions that would offset demand charges.”However,he continues,“when you get to 350 kilowatts,that really is no longer the case.”He says that finding a long-term solution to demand charges that will allow charging stations to operate economically into the future is a pressing issue that will not be resolved when a certain level of utilization is achieved.He referenced research by the Great Plains Institute showing that,even at higher levels of utilization,most 350 kW chargers will not reach a financial break-even point without substantially reducing or eliminating demand charges.Some states are beginning to address this issue.Dick says,“There are a number of different approaches you can take,and its not a one-size-fits-all.For different states,the policy might be different.Weve seen utilities that just simply say,Were going to create a new EV rate that doesnt have a demand charge,or sometimes its for a certain period of time,or sometimes the demand-charge phases back in.That can be an effective approach,as long as its not phasing back into the same starting point,which was too high even for a mature utilization station.”Some utilities have offered demand-charge credits that are based on the nameplate capacity rather than just being a percentage reduction in the demand charge over a given month.Other utilities have put limiters in place so that demand charges are never more than a certain percentage of a utility bill in any given month.Dick notes that this strategy can be effective since demand charges can account for 80%or more of utility bills for DCFC stations.“There are a lot of different ways to approach the problem,but the demand charges,particularly for ultra-fast-charging infrastructure,thats by far the biggest issue on the utility side of things,”Dick says.At the local level,Electrify America notes that permitting processes can be challenges.Dick highlights that under Californias expedited and streamlined permitting legislation,which localities are required to implement,permitting application reviews for an EVCS are to be limited to the question whether or not the station meets health and safety requirements.That is the case in many California localities that have implemented the state legislation.However,permitting processes can create barriers to station installation in other jurisdictions,where planning officials may reject EV-charging projects due to parking count minimums or station aesthetics.Zoning officials may conclude a property is not zoned for hosting a charging station or that a zoning classification for a charging station doesnt even exist.Dick says,“Some jurisdictions will determine that the closest thing in their code is an automobile service station,obviously something very different from EV charging,a full-on gas station with a garage and underground tanks.Sometimes weve had to do code updates to address these kinds of zoning and planning issues,which can be time consuming.Streamlining zoning and planning codes is something that can be helpful in expanding public EV charging.”EV-ready and EV-capable building codes can be especially helpful in ultimately controlling installation costs since the physical construction of tearing up an existing parking lot to put in conduit,known as trenching,can be a major cost.“The one thing that we would say in that instance is that a lot of EV readiness codes historically have been written only to contemplate Level 2 charging equipment,”Dick says.“And as the vehicles get faster and faster,and as the battery capacities get bigger,Level 2 is maybe still part of the solution,but its not the only solution.So having an alternative written into those codes where you can use DC fast chargers to meet requirements we think is pretty important.”FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 39CAPITAL DISTRICT TRANSPORTATION COMMITTEE:Check Your Comprehensive Plan,Zoning,and Land Use Codes,and Update Them as Needed to Help Facilitate EV ChargingJacob Beeman,Senior Transportation Planner at the Capital District Transportation Committee,the designated MPO for the Albany-Schenectady-Troy and Saratoga Springs metropolitan area,says its especially important for municipalities to look at their existing land-use and zoning regulations to plan for EV and infrastructure scale up.“A lot of municipalities havent updated land-use and zoning regulations in a long time,”he says.Municipalities can update these codes to facilitate EVs adoption and expansion of charging infrastructure,and they can proactively do so even when there may be a financial limit in actually funding infrastructure.Beeman says that through a technical assistance program provided by the MPO and local regional planning commission municipalities can receive assistance in assessing and developing EV-friendly zoning regulations:“We took that on,and we did a review of the municipalitys existing comprehensive plan and zoning regulations.”One thing that Beeman says he realized is that a municipalitys comprehensive plan may have to be updated first before zoning and land-use codes are updated,and municipalities should be looking at this now.Beeman says the MPO worked with five different municipalities in New York state who have already implemented EV-friendly land-use and zoning codes to develop a list of best practices for others.“I talked to them about what the process was,what the benefits could be for them,and how they can incentivize implementation.Then we created a document of potential zoning changes that went from least prescriptive to most prescriptive.We had to start at the beginning with describing what an EV is,what infrastructure is,and then progress from there,”Beeman says.A best practices paper was prepared in March 2021 for the Town of Colonie,New York,a member of the MPO.The paper investigated the feasibility of incorporating EVCS requirements into the towns zoning and development codes and provided example language from model municipalities.In the audit of the comprehensive plan,the papers authors noted that including language that supports EVs in local comprehensive plans makes it easier to establish specific EV policies,ordinances,and regulations in other areas of local code and helps lay the foundation for EV adoption in a municipality.The review team,among other recommendations,included:Review the comprehensive plan:EVs can be supported in the comprehensive plan directly or more generally through the identification of the municipalitys broader environmental and sustainability goals.Adopt zoning language that defines terms associated with EVs:Adopt zoning language that specifically defines the terms associated with EV charging and does not unnecessarily restrict the installation of EVSE.Establish EV-ready building codes:These EVSE-ready building regulations should require the installation of EVSE in new developments and/or require the installation of EV provisions to reduce the cost and ease the installation of future EVSE.Review permitting processes:Establish a standardized,low-cost permitting process for residential and commercial EVSE installations.Standardize parking signage:Establish consistent standardized EV parking signage to be used throughout the town.FUELS INSTITUTE|EVC|REGULATORY BEST PRACTICES 40DUKE ENERGY:PLAN EARLY,PLAN OFTEN,PLAN NOWJim Poch,electric transportation manager at Duke Energy,says utilities have a critical role to play supporting the deployment of EVs,including by creating a foundational network and readying the grid for EV demand and charging management.CREATING A FOUNDATIONAL NETWORKUtilities can help seed the market and ensure that consumers have access to EV charging as the transportation sector begins to transition to electric fuel.By leveraging a long-term perspective on capital investments,utilities can sustain operations through early growth years during which charging infrastructure cannot provide sufficient return on investment for others.This role may be especially important in areas where adoption may occur more slowly,such as low-and moderate-income neighborhoods.Convenient and equitable access to charging is critical for consumer adoption,which includes ensuring that charging stations operate properly and are maintained so that the user experience is smooth.“If we dont have that focus,the transition to electrification will come with unnecessary hiccups,”Poch says.READYING THE GRID AND ENABLING CHARGING MANAGEMENTWill the grid be able to handle large-scale penetration of EVs?Poch says yeswith some caveats that are important for policymakers to keep in mind:“We feel very good about the grids capacity because we think with smart charging and distributed generation or energy storage that we can shift a lot of this load to off-peak hours,where our nation has a tremendous amount of unused capacity.Theres a very big opportunity there.”To make that opportunity a reality,utilities need the ability to participate with and enable charging management solutions.Advanced planning is still critical,especially for areas where EV loads are likely to be
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Australian Electric Vehicle Industry Recap 2022CO20221AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP 2022 was an action-packed year for the Electric Vehicle(EV)market in Australia.With all Australian federal,state and territory governments now actively supporting the uptake of EVs,there is widespread acceptance that this zero emission technology is not only critical to Australia achieving its climate targets,but also for the country to reduce its dependency on uncertain and expensive global fuel supplies.The Electric Vehicle Council(EVC)has compiled a brief overview of the major electric vehicle moments for 2022,including EV market highlights,charging infrastructure progress,and policy achievements.This report also includes highlights of some of the key activities of the EVC over the course of 2022.While the EV achievements of 2022 are a step in the right direction,there is still much more work to be done for Australias EV market to catch up to the world,and to support the achievement of our climate targets,including net zero emissions by 2050.The Electric Vehicle Council welcomes the publication of Australias first National Electric Vehicle Strategy as soon as possible in 2023,and we encourage all governments,industry,and other stakeholders to support the introduction of an ambitious fuel efficiency standard to increase the supply of EV models to our country.We encourage further action in 2023 to accelerate the decarbonisation of both light and heavy vehicles.Introduction20222AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP New EV purchases in Australia almost doubled in 2022,compared to 2021.While this is a promising sign that the local market is continuing to grow,we still significantly trail the global average,which is currently estimated to have been between 12 to 14%in 2022.1 It is also significantly behind markets in our region,like China,which has been reported to have achieved almost 28%EV sales in 2022.2 1 Final global sales figures for 2022 had not yet been announced at the time of publishing this report.2 https:/ Electric Vehicle Market HighlightsNew EV PurchasesNew EVs purchased in Australia:2011-2022Market ShareEV purchase figures come from a range of sources including VFACTS and direct industry reporting.BEVPHEV05,00010,00015,00020,00025,00030,00035,00040,00045,00050,0002011201220132014201520162017201820192020202120223.8%0.7%0.2%0.2%0.1%0.2%0.1%0.0%0.0%0.0%2.1%0.8%new EVs purchased during 202239,353 of all new cars purchased were EVsincrease,up from 2.05%during 2021 86%3.8%EVs now on Australian roads 83,00020223AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP While the ACT continues to lead the nation in terms of EV market share(9.7%),encouragingly both New South Wales and Victoria effectively doubled market share to achieve 4%of new vehicle purchases in 2022,with Tasmania(3.7%),Queensland(3.5%)and Western Australia(3.4%)not far behind.Even in the case of South Australia and the Northern Territory,EV market share almost doubled between 2021 and 2022 albeit off a lower base.Australias light EV FleetAustralias growing EV fleetTotal EV FleetBEV FleetPHEV Fleet01%2%3%4%5%6%7%8%9%AustraliaWesternAustraliaVictoriaTasmaniaSouthAustraliaQueenslandNorthern TerritoryNew South WalesAustralian Capital TerritoryNew EV Market Share by State/Territory:2021 vs 2022EV Share 2021EV Share 2022Growth201120122013201420152016201720182019202020212022Looking across the nation,it is estimated there are now approximately 83,000 light EVs on Australian roads(not accounting for written-off vehicles due to accidents;grey-imports and/or retrofitted vehicles).The vast majority(79%)of Australias light EV fleet is made up of battery electric vehicles(BEVs).90,00080,00070,00060,00050,00040,00030,00020,00010,000020224AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Where we think the Australian EV Fleet needs to go to align with Net Zero by 20502027 EV Fleet TargetTotal BEV FleetTotal PHEV Fleet2027 BEV Fleet Target2027 PHEV Fleet TargetTotal EV FleetWhile it is encouraging that the Australian EV fleet has roughly doubled each year since 2020,EVs still represent less than 0.5%of Australias passenger and light commercial vehicle fleet.Significant efforts will be required by Australian governments and industry to achieve a near 100%zero-emission vehicle fleet by 2050 in order to align with our national and state climate targets of net zero by 2050 at the latest.This remains possible but in the near term will require the introduction of an ambitious fuel efficiency standard to significantly expand the supply of EVs to Australia.Continued support until at least 2030 will also be necessary to ensure EVs make up at least 50-60%of all new vehicles purchased by then.We need the right policy settings in place for Australias EV fleet to continue achieving 60-80%growth each year.We should be aiming to enable our market to reach 1 million EVs on Australias roads by 2027(approximately 5%of Australias passenger and light commercial vehicle fleet)and around 3 million by 2030(equivalent to approximately 50-60%of all new vehicles purchased being EVs).201120122013201420152016201720182019202020212022202320242025202620271020304005006007008009001,000Thousands0*Note the above figure does not represent a detailed forecast,but forms the basis of an aspirational target of 1 million lights EVs by 2027 in order to get the Australian EV market on track to achieve 50%EV purchases by 2030,and a 100%EV fleet by 2050.The split between BEVs and PHEVs is indicative,and reflects a similar 80%/20V/PHEV split reflected in the Australian market over recent years.While the data above relates to light vehicles,the Electric Vehicle Council continues to explore opportunities to publish sales data on other vehicle segments including electric buses and trucks given the significant efforts being made by industry to accelerate uptake in these segments,and the importance of decarbonising these segments to achieve our climate targets.20225AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Top 20 EV models purchased in Australia in 2022The introduction of an ambitious fuel efficiency standard in Australia will not only help to further expand the range of EV models available to Australians,but also the number of each model supplied to the country noting that many of the top 20 models are still only being supplied in small numbers to Australia.EV Model BreakdownThe range of EV models purchased during 2022 also expanded,with a total of 70 different EV models delivered to the Australian market made up of 38 BEVs and 32 PHEVs.The top 20 EV models purchased during 2022 are shown below noting not all of these models were available during the full year.Tesla Model 3Tesla Model YBYD Atto 3MG HS PHEV Polestar 2MG ZS EVHyundai KonaVolvo XC40 Recharge Mitsubishi Eclipse Cross Hyundai Ioniq 5 Mercedes-Benz EQA BMW iX3Volvo XC60Hyundai IoniqKia EV6Volvo C40BMW iXMini CooperPorsche TaycanKia Niro EV8,7172,1131,5541,5241,1191,096983926756624593591580564491477455430385BEVPHEV10,87720226AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Which EVs are eligible for the Australian Governments EV Discount?In 2022,the Australian Government passed its EV Discount.The primary benefit of this discount is an exemption from Fringe Benefits Tax(FBT)for electric vehicles purchased by companies and/or through salary sacrifice arrangements.This significant incentive means that you could own an electric vehicle for the same cost as a petrol/diesel equivalent.The intention of this policy is to increase EV adoption by fleets,which will sell these vehicles over the next few years and create a strong second-hand EV market for all Australians to benefit from.Here we have compiled a list of the EV models eligible for this discount:BMW iX1BYD Atto 3Cupra BornCupra Formentor VZe Cupra Leon VZeFord Escape PHEVHyundai Ioniq 5Hyundai KonaKia EV6Kia Niro EVKia Sorento PHEVLexus ux300eMazda MX-30Mercedes-Benz A250eMercedes-Benz EQAMG HS PHEVMG ZS EVMini Cooper SEMini Cooper Countryman PHEVMitsubishi Eclipse Cross PHEVMitsubishi Outlander PHEVNissan LeafPeugeot 3008 PHEVPeugeot 508 PHEVPolestar 2Tesla Model 3Tesla Model YVolvo C40 RechargeVolvo XC40 RechargeNote that depending on specifications,if the final vehicle configuration is subject to luxury car tax i.e.exceeds$84,916(before on-road costs),it will not be eligible for this discount.Additional EV models will be introduced throughout 2023 that will also be eligible for this policy.To find out more about how you can take advantage of this policy,please go to:https:/.au/electric-car-discount-2022/20227AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Charging infrastructure highlights This is a step in the right direction,however,further effort is still required to meet the demand of the ever expanding local EV fleet.Specifically,work is needed to ensure that reliable,multi-bay ultrafast charging sites are deployed:in regional areas at reasonable spacing,so that drivers are able to recharge when making long trips,and In urban areas to cater for drivers who are unable to charge at home The New South Wales state government is currently leading the way with excellent policy and grants programs in this space.Over the past three years the number of public charging sites in Australia has roughly doubled.Public Chargers Locations in AustraliaLocations by Charger typeNormalFast ChargerUltra-fast3,4134,9431,6142,392Dec.2022Dec.20212313651,2971,9288699up to 24 kW AC/DCREGULAR CHARGING100kW DCULTRA-FAST CHARGINGTypes of charging:24 99 kW DCFAST CHARGING20228AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP StateRegularFastUltrafastGrand TotalACT296338NSW56611237715NT522 054QLD3398212433SA193369238TAS95236124VIC3787225475WA276327315Grand Total1928365992392Public EV charging locations by state,type,and numbers:*The Electric Vehicle Council has made reasonable efforts to cleanse the data sourced from the Plugshare website to provide a reasonably accurate snapshot of the current state of play,but has not independently verified every location.Please note that changes in figures for 2021 are due to both a recategorisation of what we define as regular,fast and ultra-fast charging sites,as well as improvements in data collection to remove duplicates where one individual site has chargers from multiple categories.20229AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP While the Australian EV market still has a long way to go to catch up to the global average,the nation is starting to head in the right direction.This is in large part thanks to the actions of Australian federal,state and territory governments,all of which are now actively supporting the adoption of electric vehicles,and recognise the critical role this technology has to play in achieving emission reduction targets.Here we celebrate some of the major EV policy highlights across Australian governments during 2022.FederalPolicy HighlightsNational EV StrategyA major milestone for the Federal Government is the development of the first National Electric Vehicle(EV)Strategy,designed to boost the affordability,supply and uptake of EVs in Australia.The government sought input in late 2022 on how to increase EV supply,encourage uptake and develop the necessary infrastructure to ensure an equitable EV transition.The government is also considering the introduction of a fuel efficiency standard to help reduce transport emissions and increase the supply of electric vehicles to the Australian market.Electric Car DiscountIn effect from 1 July 2022,the Government introduced the Electric Car Discount,providing a fringe-benefits tax exemption to support the rapid uptake of electric vehicles in Australia,particularly in fleets.This will lead to a significant increase in second-hand EVs,available to all Australians,at prices much cheaper than new EVs.Emission Reduction TargetsThe Government also legislated greenhouse gas emission reduction targets of 43%by 2030 and net zero by 2050,demonstrating a whole-of-government commitment to measures to achieve climate targets,including the decarbonisation of transport.Heavy Vehicles Transition SupportARENA announced$20.1 million in government funding to Team Global Express to support heavy vehicle electrification at its western Sydney depot.The trial will provide significant insights for fleet operators in the transport and logistics sector and assist with reducing barriers to fleet transition.The Government also announced the adoption of Euro VI noxious emissions standards for heavy vehicles to improve air quality and increase the supply of more efficient heavy vehicles to Australia.Driving the Nation FundA doubling of ARENA funding to$500 million to primarily support further expansion of a national EV charging network.202210AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Australian Capital TerritoryNew South WalesNew EV StrategyThe ACT Government delivered a new Zero Emissions Vehicle(ZEV)strategy,including an aspirational target of 80-90%of light vehicle sales consisting of ZEVs by 2030,and a phase-out of ICE vehicle sales from 2035.%EV PurchasesACT continues to lead Australia on EV uptake,with the highest percentage of EV purchases(at 9.7%)demonstrating the benefits of implementing effective financial incentives and other policy measures to encourage uptake.Expansion of Public ChargingThe ACT continues to expand its public charging infrastructure,with grant funding recipients announced in August 2022.The network is expected to expand to 100 public chargers in 2023.Zero-Emissions Bus TransitionThe first buses under the ACT Zero-Emissions Bus Transition Plan were delivered at the end of 2022,as part of the territorys plan to achieve a zero-emission public transport system by 2040.Fleets IncentiveA second round of the NSW Drive Electric Fleets Incentive bidding process was conducted in mid-2022 to assist NSW organisations to transition their fleets to EVs.2,200 new battery EVs have been incentivised through this scheme so far,increasing the total number of BEVs on NSW roads by 10%.Destination ChargingNSW is providing$20 million to co-fund the purchase and installation of EV chargers at eligible regional destinations,which seeks to reduce range anxiety and encourage EV uptake across the state.In June 2022,NSW committed a further$10 million to invested in kerbside EV charging to support owners with limited off-street parking.Expansion of Public ChargingThe NSW Government conducted two rounds of the$149 million public EV Fast Charging Grants scheme to co-fund infrastructure across the state.86 ultra-fast charging stations are already underway as part of round one,with round two in progress.Launch of Apartment Charging GuideThe Government also released a step-by-step guide to making residential and commercial buildings electric vehicle ready,providing a practical resource for property owners and tenants about how to approach EV integration.Additionally,$10 million has been committed to support over 125 strata buildings to retrofit the electrical infrastructure required to install EV chargers.Zero Emission Buses FundingNSW announced$3 billion in funding under its Zero Emission Buses program,which provides for more than 1,200 new buses to be manufactured to replace the entire NSW bus fleet with electric vehicles,the construction of a new bus depot at Macquarie Park and conversion of 11 existing bus depots for electric charging.202211AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Northern TerritoryQueenslandRegistration and Stamp Duty ExemptionsDrivers of EVs in the Northern Territory are now able to access registration concessions through to 2027.The Government incentive came into effect in mid-2022,in addition to a waiver for stamp duty on the first$50,000 of the purchase price representing a$1,500 saving.Electric Vehicle Charger Grants SchemeThe NT Government has committed$300,000 to the provision of residential and business grants for co-funding EV charger purchases and installation.Fleet TransitionIn 2022/2023 NT Fleet more than tripled the previous years EV orders.Charging infrastructure is being installed in NT Government owned and leased buildings to support the expansion of the EV fleetZero Emission Vehicle StrategyQLDs Zero Emission Vehicle Strategy and Action Plan,introduced in March 2022,provides a 10-year transition plan that includes a sales target of 200,000 EVs by 2027.The QLD Government is aiming for 50%of new passenger vehicle sales to be EVs by 2030,and 100%by 2036.QFleet Transition StrategyThe QLD Government released an updated QFleet Transition Strategy to help achieve emission reduction targets.This includes a goal to transition 100%of eligible passenger vehicles to zero emission vehicles by 2026,with an accelerated transition to contribute to the supply of electric passenger vehicles available to the public.New EV Purchase IncentiveAs part of the new ZEV Action Plan,the QLD Government introduced a purchase rebate of$3,000 for all new battery EVs with a total purchase price of up to$58,000,available from mid-2022.Expansion of Queensland Electric Super Highway and Public ChargingThe QLD Government is allocating$10 million to co-fund the installation of public fast charging infrastructure across the state.This initiative builds on the Queensland Electric Super Highway,including the Phase 3 expansion which adds 24 sites in regional Queensland.At completion of this next phase,QESH will be a comprehensive fast charging network connecting EV drivers across the state.Electric Bus ProgramQLD opened Australias first all-electric bus depot in April 2022,in addition to numerous electric buses entering the QLD transit system,progressing towards a government commitment for all new buses in South East Queensland to be zero emissions vehicles from 2025.202212AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP South AustraliaVictoriaExpansion of Public Charging InfrastructureThe SA Government has awarded a$12.4 million grant to the RAA for the construction of a state-wide EV charging network.The network comprises over 530 regular,fast and ultra-fast chargers across 140 sites,with more than 75%of sites in rural areas.Construction commenced in December 2022 and is due for completion in 2024.EV Smart Charging TrialsThe Government has invested$3.2 million in nine trials to provide insights to generate and share knowledge about integration of EVs with the electricity grid.Construction of the 142 smart charging bays commenced in 2022,with the majority to become operational in the first half of 2023.Electric Bus Transport ProgramWith a strategy for a zero-emissions bus fleet under development,SAs first fully battery electric bus began operating on the Adelaide Metro network in December 2022.A tender for Feasibility Studies and Business Cases for the Transition to Zero Emission Public Transport was also released in December 2022.Repeal of EV TaxLegislation to scrap the future introduction of a EV tax were passed by South Australias House of Assembly in November 2022,and has been introduced to the Legislative Council.EV Fleet PledgeThe EV Fleet Pledge aims to foster a network of like-minded organisations that aspire to transition their fleets to electric vehicles where they can share knowledge to achieve this outcome.Fleet TransitionVIC Government finalised the grants process for the EV Charging for Business Fleets program,comprising$1.5 million to assist organisations with the EV transition.Additionally,the Government allocated$1.5 million under the EV Charging for Council Fleets program to 26 local councils to co-fund installation of 120 charging sites.Electric Bus Program ExpansionUnder its commitment to expand use of electric heavy vehicles and incentivise local industry,the VIC Government has commenced a three-year Zero Emissions Bus Trial,with 52 electric buses to be trialled on select bus routes in Melbourne,Seymour and Traralgon.The Ivanhoe bus depot will be converted into a fully zero-emissions depot by 2024.A further 36 electric buses are being incorporated into the network through conventional contract arrangements.Victoria will only purchase zero emission buses from 2025Continues on next page202213AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP TasmaniaSupporting EV TransitionFollowing the introduction of stamp duty and registration fee exemptions in 2021,the TAS Government continues to support EV uptake,and is working towards its goal for an all-electric government fleet by 2030.The Government continues to support installation of charging infrastructure across the state under its ChargeSmart Fast Charging Program.Net Zero TargetThe Government has also legislated an emissions reduction target for Tasmania of net zero emissions by 2030.The Tasmanian Government is required to development sector-specific emission reduction plans in partnership with industry.The plan for the transport sector will be delivered by November,2023.Zero Emission Bus TrialsIn mid-2022,TAS announced plans to conduct zero emission bus trials in Launceston and Hobart to inform the states public transport transition.Following the public tender process,the successful electric bus suppliers will be announced in early 2023.EV-Ready BuildingsTo assist the public with EV adoption,the VIC Government has published a resource to provide awareness on EV-related matters,including integration with the built environment.TrainingThe Victorian Government is investing$950,000 in a pilot program for 500 licensed electricians to develop the electric vehicle workforce fundamental to the expansion of the EV charging network.EV Charger Regulation ClarityThe Victorian Government made a sensible clarification of the electricity retailer regulatory framework for charge point operators(CPOs).A General Exemption Order was published in September 2022 clarifying regulations by specifically excluding CPOs from requiring a retail electricity licence to sell electricity through an EV charger in Victoria.Victoria Policy Highlights202214AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Collective National EffortsEV Ready DevelopmentsBuilding ministers have agreed on national reforms to improve the energy efficiency,accessibility,and liveability of new homes in Australia.Changes include updates to the National Construction Code(NCC)to make it easier for people living in apartments to switch to electric vehicles by providing base infrastructure for future EV charging.The new provisions will become mandatory on 1 October 2023.Cross-jurisdictional dialogueEnergy Ministers have agreed on implementation pathways for priority reforms to ensure Australias electricity system is ready for the rapid adoption of Electric Vehicles(EV),with further work to be presented to Ministers by mid-2023.Additionally,Infrastructure and Transport Ministers agreed jurisdictions would contribute to an inventory of activities being undertaken to reduce transport emissions,and propose areas of cross-jurisdictional cooperation to progress through Infrastructure and Transport Ministers Meetings.Western AustraliaClean Energy Car FundIn May 2022 the WA Government announced an additional$60 million Clean Energy Car Fund,building on the existing$21 million State Electric Vehicle Strategy.The Clean Energy Car Fund includes$36.5 million for up to 10,000 rebates of$3,500 to Western Australians purchasing EVs up to a value of$70,000.Charging InfrastructureThe WA Government is investing more than$22 million in the WA EV Charging Network.Construction of infrastructure commenced in November 2022.$15 million has also been committed to support Not-for-Profits,SMEs,and local governments to install charging infrastructure,and$4 million has been allocated to install charging infrastructure at train stations.Electric Bus TransitionFollowing the Federal Governments provision of$125 million funding for electric bus charging infrastructure in the 2022-23 Federal Budget,WA will be investing in the local manufacture of 130 buses to transition the Perth bus network and deliver infrastructure upgrades.This builds on the existing electric bus trial that commenced in Perth in February 2022.Electricity SystemsActions under the EV Action Plan:Preparing WAs electricity systems for EVs,are progressing.Energy Policy WA is leading delivery of the Action Plan,working collaboratively with stakeholders to prepare WAs electricity systems for EVs.202215AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP A fuel efficiency standard consists of a series of yearly targets for new vehicles sold by car makers,based on their tailpipe emissions.Each car maker needs to meet these targets based on the average emissions of new vehicles they sell each year,otherwise they risk paying large penalties to the government.In other countries that already have a fuel efficiency standard,these penalties can be significant,sometimes in the tens or hundreds of millions of dollars.To minimise the chance of paying a penalty,car makers need to sell more fuel-efficient vehicles,particularly zero emission vehicles like electric vehicles,to reduce the average tailpipe emissions of all the new vehicles that they sell.This is why countries that have a fuel efficiency standard are prioritised for the supply of electric vehicles,and countries that dont have a fuel efficiency standard like Australia are at the back of the queue.The critical need for an ambitious fuel efficiency standard in AustraliaThe number one barrier to getting more electric vehicles(EVs)onto Australian roads today is the low supply of EVs to our market.There are hundreds of EV models available overseas,and yet only are fraction of these are being supplied to Australia.Australia is not receiving more EVs mainly because we do not have a regulation called a Fuel Efficiency Standard.We support the Australian Government introducing a Fuel Efficiency Standard as soon as possible,so many more EVs and fuel-efficient vehicles are brought to our country for all Australians to benefit from.What is a fuel efficiency standard?Cg/km202216AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Is a fuel efficiency standard the only policy Australia needs to accelerate the uptake of electric vehicles?How long will it take for the supply of electric vehicles to increase if a fuel efficiency standard is introduced in Australia?No,a fuel efficiency standard does not ban any particular type of vehicle.Car makers can continue to sell whichever types of vehicles they want.What is important is that they ensure the average emissions rate of all the new vehicles they sell each year meets the fuel efficiency target set by the government.New Zealand has only recently introduced a fuel efficiency standard that targets 63.3 g/km CO2 by 2027 for passenger cars,and 87.2 g/km CO2 for light commercial vehicles.Even prior to it starting the country has seen an initial increase in the supply of electric vehicle models.In the case of Australia,we expect there will be a modest increase at the beginning of a fuel efficiency standard,but assuming the targets are ambitious enough to catch up to the US,Europe and New Zealand in the next few years,we then expect that the supply of EVs will start to accelerate significantly.It is important to recognise that it takes a few years for car makers to adjust supply,so while the impact is not immediate,this policy is critical for ensuring Australia does receive a strong supply of electric vehicles as soon as possible.In addition to fuel efficiency targets,Australia should also introduce a strong package of nationally consistent incentives,worth up to$10,000 to reduce the upfront cost of purchasing an EV,and stimulate demand.The Australian Government has already introduced its electric car discount,which will particularly support fleets in adopting electric vehicles,and create a strong second-hand market for EVs when these are sold in the 3-4 years time.Other incentives should be considered in addition to a fuel efficiency standard to support all Australians in making the switch to an EV,and consider options to enable an equitable transition to an EV fleet.Does a fuel efficiency standard ban certain types of vehicles?202217AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP In collaboration with Boundless,the Australia Institute and the Smart Energy Council the inaugural National EV Summit was held in Canberra on 19 August 2022,with leaders across governments and industry coming together to discuss the future of transport in Australia.A particular focus of the summit was the important role that a fuel efficiency standard will play in ensuring widespread EV adoption,increasing the supply of more fuel-efficient vehicles and EVs,and reducing emissions from the transport sector.To find out more about the National EV Summit,please go to:https:/ Council Highlights National EV Summit202218AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Behyad Jafari CEO,Electric Vehicle CouncilWe know that especially today,Australian families are struggling more than ever before with the rising cost of petrol bills.According to the AAA,petrol bills for families have reached,on average,over a hundred dollars for the first time ever.And theres only really one sustainable and consistent way for us to help reduce families petrol bills.Thats by helping them use less of it in the first place,or in the case of electric vehicles,use none of it at all.The rest of the developed world has introduced for quite some time now very strict fuel efficiency standards or vehicle emission standards that encourage car makers to take their latest and best technologies to their markets first and deprioritise Australia.Weve calculated the value of these standards in a market like the European Union.Selling an electric vehicle in that market helps a car company avoid penalties to the tune of about$15,000 in Australian dollars(per vehicle).So theres a very clear economic incentive for car companies to sell their electric vehicles to those markets.Australia now has a government that gets it,but this is just the beginning.Its not enough.We need collaboration not only across government,but across governments and across society to deal with the challenges and opportunities that are presented by climate change.And on behalf of the new government,I welcome your ideas and engagement and passion on electric vehicles and on so much more.To me,this is ultimately about choice,freedom of choice.And Australian policy settings are denying Australians real choice of good,affordable,no-emissions cars.In fact,when asked,more than one in two people said they would consider buying an electric vehicle as their next car.While were behind the pack,Australians are missing out,and without federal leadership,Australians will continue to miss out.Apart from Russia,Australia is the only OECD country not to have or be in the process of developing fuel efficiency standards.The lack of standards in Australia is cited as one of the key factors impacting on the supply of EVs into Australia.Why?Because while Australia doesnt show leadership,manufacturers will prioritise those markets that do.Its pretty simple.It means that consumers arent getting the choice available internationally,and as the world moves to more efficient and cleaner cars,we risk becoming even more of a dumping ground for older technology which cant be sold in other markets.Hon Chris Bowen Minister for Energy and Climate ChangeThe problem is right now we are far behind the rest of the world.Our Fuel Efficiency Standards cannot be a step forward from where we are today,they have to catch up to where the rest of the world is.We have to make that leap to catch up to where they are.We need to be on par with the rest of the world.Our friends across the ditch in New Zealand have gone from 3%to 10%in a bit over a year.So we know that that leap is entirely possible.Mike Cannon-Brookes CEO,AtlassianWeve got to catch up to the rest of the world quickly,as quickly as humanly possible.So having a Fuel Efficiency Standard that doesnt get us close to meeting the European or U.S.standards doesnt cut it.Having that ambition of a global leading standard or at least in keeping with the global leaders is really,really important.But to me,what we cant accept is the worlds dirtiest cars in Australia and thats what we have today and thats increasing.Robyn Denholm Chair,Tesla202219AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Kylie Tink MP Member for North SydneyConsistent across the crossbench is our very firm commitment to getting this done.Were ready to go,the whole countrys ready to go.Lets do this.Zoe Daniel MP Member for GoldsteinI think that the next piece,if we are talking about finally creating some policy certainty in these areas,is to say,“There will be no new car sales of fossil fuel vehicles in Australia after 2035.”The industry needs certainty,consumers need certainty.And I think that is the next step.Senator David Pocock Independent Senator for the ACTWe now need politicians to lead and ensure we have the policy and incentives to actually get this transition going.And my message to the government is simple.Be bold.Fear campaigns of years past have clearly lost their bite.The community backs you.The parliament now backs you.And as an independent,Ill be advocating for stronger action on all of these things and pushing the government to act with courage and ambition in pursuing long overdue changes.And I know I wont be alone in that advocacy.Dr Monique Ryan MP Independent Member for KooyongI think the role of the government is to act on the affordability side of things.I think we have to increase range and affordability across all price brackets.202220AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Hon Matt Kean MPTreasurer and Minister for Energy,NSWTransport accounts for 20%of our state,with almost 50%of those coming from passenger vehicles.And without action transport emissions are currently projected to become the leading source of emissions by 2035.So New South Wales understands the importance of decarbonising transport as we pursue our emissions reductions goals,but we are also determined to seize the mammoth economic opportunities on offer.Andrew Barr MLA Chief Minister,ACTOur endeavour,and what we will be seeking from the Federal Government,is to extend that collaboration thats been quite effective at a state and territory government level,although not perfect,to have a willing partner in the Commonwealth to work towards a national EV strategy.Weve talked about legislation to phase out the sale of internal combustion vehicles.Weve obviously led with 2035.Id like to see other jurisdictions follow that and that become a national position,and clearly we need to develop nationally consistent approaches to road user charging reforms to replace the fuel excise.Hon Tom Koutsantonis MP Minister for Infrastructure and Transport,SAI am very concerned about the patchwork of policies around electric vehicles across the entire nation.We are burdening our constituents with a patchwork of policy that will mean that our constituents will be paying more,and get poorer quality outcomes from the transition to electric vehicles.We need consistent national policy,and thats what were arguing for.Hon Mark Bailey MPMinister for Transport and Main Roads,QLDIm really heartened to see the commitments from Chris Bowen,and I had meetings with Catherine King when the transport Minister was in Brisbane.Obviously,decarbonisation was a key thing we discussed at the National Transport Ministers meeting.And out of that,we have the offer to partner from the Federal Government,all the jurisdictions,about the strategy forward.I thank the Federal Government for that collaboration,that commitment is one that we will grasp in Queensland,and of course,the fuel efficiency standards announcement is important,too.202221AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Hon Michael Wood New Zealand Minister for TransportFor New Zealand,we are keenly aware of the fact that climate change is one of the biggest threats that we face as a country.As we speak,the top of the South Island is currently coping with record floods through one of our cities,Nelson,and we continue to experience extreme weather events across all parts of the country.And so its abundantly clear to us that the climate crisis is not a future threat,it is a current reality,and that reminds us of the need for urgent action.I met with Catherine(King)when I was in Australia last month,who indicated that theyre looking at consultation on an EV strategy and a fuel efficiency standard for Australia.So great to see our partners and the Australian Government also really beginning to make progress in this area as well.Cr Linda Scott President,Australian Local Government AssociationFor so many years now,local governments have been providing local leadership in very different ways across the nation.Some local governments have set up their own charging structures to ensure that residents can make the transition.In regional areas,local governments have been working very hard to incentivise their communities to make the transition through the way that they charge for their parking permits,or the way that they permit street parking,or the way that we provide benefits for our public spaces generally.Having a national goal to lock in behind,and then incentivise our communities in all those different ways to make that transition,is really the critical thing.RT Hon Alok Sharma MP COP 26 PresidentBush fires,heat waves,droughts,and tropical storms,are becoming much more common,too.And communities,businesses,and governments,across Australia are left having to deal with the costs.And that is why I also met with ministers to discuss your governments plans,to reduce emissions by 43%by 2030.That is a good start.And we spoke about the big push on renewables and climate finance.And I particularly enjoyed being chauffeured,briefly,by Minister Chris Bowen,in his Tesla,no less,to talk about the potential of zero emission vehicles.202222AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Setting clear targetsIntroducing an ambitious and robust fuel efficiency standardProviding temporary incentives to reduce upfront costs of EVs of all shapes and sizesSupporting the roll-out of a national charging infrastructure network and its integration into the electricity gridAccelerating the adoption of electric trucks,buses,two-wheelers and other EVsCreating a national EV industry development plan231456National EV StrategyA major milestone in federal EV policy in 2022 involved consultation on the development of a National EV Strategy to provide federal leadership to ensure Australia can achieve emission reduction targets and capture the opportunities provided by the EV transition.With support from members,the EVC responded to the consultation with a comprehensive submission outlining six key priority areas for government focus:WE CAN DO THIS.WE WILL MOVE FORWARD TOGETHER.Join us in leading the way to 1 million EVs on Australian roads by 2027.Visit .au to get .auAUSTRALIACAN BE ANELECTRIC VEHICLEPOWERHOUSEEmploying Australians to build batteries,chargers,cars and trucks.Cutting pollution from transport and doing our fair share to combat climate change.Reducing our reliance on foreign oil by using Australian energy to move.We can do all of this.But not while our policies and standards lag the world.Thats why we back the Australian Governments National Electric Vehicle Strategy and ask it to include these sensible measures:These measures are REASONABLE and ACHIEVABLE TODAY.So lets move forward together.-Fuel efciency standards consistent with the USA,NZ and EU-A collaborative EV industry development plan to boost investment in EV manufacturing,products and services-A co-ordinated rollout of a charging network for cars,trucks and buses-with a focus on the regions,the suburbs,and high-density buildings-Supporting more electric buses,trucks and other commercial vehicles for Australian businesses-Economic modelling that factors in the many benefits of EVs including less pollution,improved public health,better fuel security,and manufacturing opportunities-A goal to have 1 million EVs on Australian roads by 2027The EVC engaged with public and private sector stakeholders across many industries to ensure that the Federal Government received a wide range of views to inform the development of the strategy.Outreach efforts culminated in a campaign of support featuring over 100 organisations calling for clear and decisive policy signals to support development of Australias EV industry-see below.202223AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Electric Trucks:Keeping Shelves Stocked In a Net-Zero WorldThe EVC and Australian Trucking Association collaborated on a key report outlining policy recommendations to assist with the electrification of heavy transport.Key recommendations include exempting electric trucks from urban curfews,changing Australian weight and width limits for electric trucks to support uptake and harmonise with overseas regulations,as well as address financial obstacles through incentives.Home EV Charging and the Grid:Impact to 2030 in AustraliaThe EVC published a report in August 2022 that explored a range of case studies on consumer charging behaviours for electric vehicles in Australia,based on real world data.The report provides valuable recommendations on how to effectively integrate EVs into the grid,whilst ensuring that the energy system remains robust and able to meet the demands of increased EV adoption to 2030.State of EVsThe State of EVs reports were published in March and October 2022,providing a comprehensive overview of EV adoption in Australia.These reports included information on the rollout of charging infrastructure,as well as an assessment of policy development and implementation at both the federal and state/territorial levels.The publications provide key insights to help industry stakeholders,policymakers,and the public to understand the dynamics shaping the growth of the EV market in Australia.202224AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP The EVC worked with the Tesla Owners Club of Australia(TOCA)to conduct a survey on EV ownership.The results provided some insights into the demographics and charging behaviours of over 700 Tesla owners,which can assist with policy development and infrastructure planning to support growth of the EV market locally.Insights Into Electric Vehicle OwnershipThe Electric Vehicle Council has endorsed the Global MOU on Zero-Emission Medium-and Heavy-Duty Vehicles.We support an accelerating path to 100%zero-emission bus and truck sales by 2040 to help create greater awareness of and movement toward addressing the climate crisis through transport.Endorsement of the Global MOU on Zero Emission Medium and Heavy Duty Vehicles202225AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP Submissions DateSubmissionBodyJanuary 2022 Submission on the governance of DER technical standardsAustralian Energy Market CommissionFebruary 2022 Response to Interoperability Policy for Consultation:directions paperEnergy Security BoardFebruary 2022 Submission to energy customer policy reform consultationNew South Wales Department of Planning and EnvironmentFebruary 2022 Submission on draft OIML guideNational Measurement InstituteFebruary 2022 Submission on Smart MetersSouth Australian Department Energy and MiningFebruary 2022 Submission to 2022 Integrated System PlanAustralian Energy Market OperatorMay 2022 Response to retailer authorisation and exemption review issues paperAustralian Energy RegulatorJuly 2022 Submission on Western Power AA5Economic Regulation Authority Western AustraliaAugust 2022 Submission to the electric vehicle smart charging issues paperEnergy Security BoardSeptember 2022 Submission to the 2024-2029 draft planAusgridSeptember 2022 EM-001:Comment to proposal P-000142 to amend AS/NZS4777.2:2020Standards Australia202226AUSTRALIAN ELECTRIC VEHICLE INDUSTRY RECAP October 2022 Submission to the National Electric Vehicle Strategy consultationAustralian GovernmentNovember 2022 Submission to interoperability consultationEnergy Security BoardNovember 2022 Submission on NSW Climate Change Policy and Action Plan 2023-26New South Wales Environmental Protection AuthorityNovember 2022 Response to Protecting consumers of DER paperVictorian Department of Environment,Land,Water and PlanningDecember 2022 Submission to the Senate Committee Inquiry into Australias Transition to a Green Energy SuperpowerAustralian SenateDecember 2022 Response to review of consumer protections for future energy services Options for reform of the National Energy Customer FrameworkAustralian Energy RegulatorThe EVC also produced content designed to help EV charging equipment importers,suppliers,and installers understand the rules and regulations relating to EV charging equipment.This can be accessed here:https:/.au/guidelines/evse-installation-guideline/Australian Electric Vehicle Industry Recap .au
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Message from UNIFE Chairman2Message from UNIFE Director General401.UNIFE in 2022702.European Affairs1703.International Affairs41Table of Contents05.Standards and Regulation5506.R&I Activities7107.Signalling and ERTMS8908.ERWA:The UNIFE Railway Wheels Committee10309.IRIS:International Railway Industry Standard10710.Communications11311.UNIFE Staff12412.UNIFE Members in 202212904.World Rail Market Study51Message from Henri Poupart-Lafarge,UNIFE ChairmanAt the end of last year I was looking forward to 2022,expecting that,as the world emerged from the Covid pandemic and the induced economic shock,we would be able to focus on tackling the most pressing challenge faced by our society climate change.This was not to be,as the return of war to the European continent due to Russias invasion of Ukraine has radically altered the picture.Beyond the devastation and the suffering brought by the conflict,it has exacerbated the instability in global supply chains for all sectors including ours,extended disruptions to the energy sector and sustained inflation levels that we had not seen for decades.Yet,Europe has done its best to maintain the momentum of the Green Deal,and the pressing need to reduce our dependency on imported fossil fuels is leading us to accelerate the green and digital transitions.This can be done in part thanks to the implementation of the national recovery&resilience plans,funded by joint EU debt,with 55 billion of investment for rail at stake!The upcoming COP 27 will determine whether the same momentum remains at the global level,but the energy that we could see in our sector at InnoTrans and the results of the latest World Rail Market Study give us some ground for optimism.We are therefore challenged to bridge the gap between the immense short-term pressure faced by our industry and economies with the long-term outlook shaped by decarbonisation and renewed European industrial competitiveness.This will require continued action from our political institutions,at all levels:European,national,regional and local.As a sector,we must continue to be their reliable and trusted counterpart on mobility policy issues,but also make our case in many other policy areas.The latter include industrial and trade policies,but also the digital domain and the debate around skills and competencies,where our sector is less well known.At the European level,UNIFE will continue to be the voice of our industry,with a lot to do in 2023 on these various subjects.Indeed,this will be the last full year of this European institutional cycle,before the next European elections in 2024:by the end of next year,we will know if Europe has set the appropriate regulatory framework to deliver a 55%reduction in Europes greenhouse gas emissions by 2030.We will of course be able to build on the achievements of 2022,which included:Significant progress in Trade policy on the level-playing field between European and third country suppliers,with the adoption of the International Procurement Instrument as well as the Foreign Subsidies Instrument Progress on the“Fit for 55”package,with trilogues already on the way regarding the Alternative Fuels Infrastructure Regulation and the Carbon Border Adjustment Mechanism.The updated TEN-T regulation should reach that stage at the beginning of 2023 The release of the draft Mobility Ecosystems Transition Pathway,which we hope will be fully complementary to the Expert Group on the competitiveness of the rail supply industry Last but not least,the first call for projects of the Europes Rail Joint Undertaking:by the time you read this report,6 projects mobilizing 568 million will be up and running to sustain our sector innovative capabilities and the European industrys leadership In parallel,discussions are ongoing regarding updated Technical Specifications for Interoperability,where we call for transition rules that ensure the absence of negative impact on ongoing projects.In conclusion,I would like to thank the UNIFE team for their dedication,but also all our members for their continued support.2022 has proven to be an eventful year,more than we expected.I am convinced that the European agenda is set in the right direction for our sector and our societies:it is up to us now to support its finalisation and implementation.Henri Poupart-LafargeUNIFE Chairman and,Chairman and CEO of AlstomMessage from Philippe Citron,UNIFE Director GeneralWhen I last addressed the European Rail Supply Industry via the UNIFE Annual Report,our association looked to rapid vaccination roll-outs and ambitious recovery packages rooted in sustainability as a source for optimism and added purpose for our mode of transportation.Russias invasion early in 2022 and subsequent war of aggression against Ukraine has added resolve to our mission to contribute to a European multimodality rooted in rail.Throughout the year,UNIFE has communicated to a variety of stakeholders about how continuing Europes commitment to research and innovation,investing in next generation technologies that will drive a shift to rail,ensuring greater access to foreign markets while limiting unfair influence in ours and providing career pathways for new rail professionals will lead to the completion of EU Green Deal objectives,generate post-pandemic economic recovery and make Europe more resilient.2022 saw Europe exit the more restrictive periods of the COVID-19 pandemic.This past year,with the return of the UNIFE General Assembly in Paris and InnoTrans in Berlin,allowed UNIFE to meet all of you and our partners for in-depth and in-person exchanges on how our rail can best contribute to the next generation of the European Union after an approximately 3-year hiatus.Given continued turbulence caused by pandemic and the aggression against Ukraine,the European industry has been forced to endure supply chain disruptions and contend with rapidly increasing inflation.However,our association is optimistic that our sector will see continued growth as presented in our 9th edition of the World Rail Market Study,that predicts a 3%per annum growth until 2025-2027.Additionally our industry sees with great enthusiasm all the opportunities to boost rail investments coming from EU instruments such as the National Recovery Plans,Connecting Europe Facility,and the Structural Funds.During 2022,EU institutions reached a final agreement and entry into force of important EU autonomous tools:the long-awaited International Procurement Instrument and the Foreign Subsidies Regulation.These are major achievements and a sign that Europe is serious about beefing up its strategy to achieve a level-playing field on third country markets and in Europe.UNIFE has always been,and will continue to be,active and vocal to promote fair competition.To further enhance European rails development and deployment,UNIFE spent the 2022 European Year of Youth working with stakeholders from across the EU.Our association,having been a vocal champion of Europes Rail Joint Undertaking was glad to see its launch during the French Presidency of the Council of the EU in Paris in January.This institutionalised partnership managed by Executive Director Carlo Borghini has instituted a novel System and Innovation Pillars structure to best organise innovation initiatives focused on next generation rail solutions and emerging technology needed to advance our railways to a true Single European Railway Area and inspire a modal shift to rail.The launch of the System Pillar is expected to support the development of an efficient technical regulation and standardisation framework in line with the envisaged long-term roadmap.We are certain that the award of the first Flagship Projects will also help increase the flexibility,attractiveness,market share and competitiveness of the EU Rail Supply Industry.One of the promising technologies which UNIFE has been pursuing this year has been the Digital Automatic Coupler(DAC)via a dedicated platform passionate about transforming future freight.UNIFE has advanced technical regulation progress throughout 2022 through our work on the implementation of the Fourth Railway Package with the European Union Agency for Railways(ERA),headed by Executive Director Josef Doppelbauer.We have been highly involved with the on-going revision of this years Technical Specifications for Interoperability(TSI)Package and we hope that it will establish a new regulation framework to ensure a stable evolution of TSI and standards as it has been mentioned by UNIFE Chair Henri Poupart-Lafarge in different fora.We need to ensure predictability,and minimise the frequency of project changes.Our association also knows that Europes rail suppliers success is directly linked to its workforce 21st century transport solutions require professionals knowledgeable in their systems to design,manufacture and deploy them.For that reason,UNIFE is heavily involved in the STAFFER Blueprint for Skills consortium.This unique Erasmus programme brings together suppliers,operators and academics to assess and improve upon existing rail education and vocational training programmes to help welcome new practitioners into our ranks.We also welcome the launch by the European Commission of the Europe Skills initiative for 2023.This consortium has been a welcomed space for UNIFE to extend its efforts around women in rail as we have followed the letter of our UNIFE 2022 Gender Equity Policy by centring issues of inclusion in both employment and education during discussions.I would like to take this opportunity to welcome the European Commissions initiative to declare 2023 as the European Year of Skills,and we look forward to collaborating with the relevant stakeholders throughout the year and beyond.Finally,UNIFE would be remiss not to thank its members their constant support and participation has been rewarded in significant empowerment of rail and its position in the modern mobility paradigm.Your engagement in our advocacy initiatives has raised awareness of both the European Rail Supply Industrys pivotal role in confronting our current crises and building the sustainable multimodality rooted in our unique transportation mode.To help us achieve these goals,our membership officially expanded by 11 new companies,who will be key in reaching our stated goal of sustainable multimodality rooted in rail:Express Service(BG),Dual Inventive Holding(NL),Scheidt&Bachmann Signalling Systems(DE),Expandium SAS(FR),Cylus Cybersecurity(IL),Softil(IL),DAKO-CZ(CZ),RailNovation(CH),RazorSecure(UK),Gillet Group(FR),and 1 Associate Member Rastia(BG).Thank you for your commitment to the rail supply industry and belief that it holds a meaningful potential role in the future of Europe.We look forward to continuing to build the future of sustainable,accessible and reliable transportation that provides us all with greater resiliency together.Philippe CitronUNIFE Director GeneralUNIFE in 202201.UNIFE Mission.8How UNIFE Works.9UNIFE Structure.10UNIFE Presiding Board.11UNIFE Committees and Working Groups.12UNIFE Mission1423“Promoting Rail Market Growthfor Sustainable Mobility”Promoting European policies and programmes favourable to railProviding UNIFE Members with strategic and operational knowledgeWorking towards an interoperable and efficient European railway systemEnsuring European Rail Supply Industry leadership through advanced research,innovation and quality8UNIFE Annual Report 2022How UNIFE WorksII.Public AffairsIII.European Rail ResearchIV.IRIS CertificationI.EU Standardisation&HarmonisatioEuropean Rail Supply IndustryEuropean Union Collaborating with the European Union Agency for Railways on the definition of rail regulations(including the Technical Pillar of the Fourth Railway Package)and Technical Specifications for Interoperability(TSIs)Supplying expertise for European and International Standardisation Bodies(e.g.CEN/CENELEC,ISO)Contributing to the development of the Single European Rail Area Coordinating EU-funded research projects Playing an active role in ERRAC-the European Rail Research Advisory Council Cooperating with the Europes Rail Joint Undertaking and contributing to the follow-up of its activities Shaping the future of rail research&innovation in Europe The globally recognised rail quality management system Enables efficient business processes and leads to substantial quality improvements and cost reduction throughout the supply-chain More than 2320 IRIS Certification certificates issued worldwide Advocating policies that increase the global competitiveness of the European Rail Supply Industry Supporting modal shift policies that give priority to rail Encouraging investment in rail projects Promoting rail transport as the best solution to meet social challenges of the future01.UNIFE in 20229 UNIFE StructurePublic AffairsStrategy CommitteeOffice ManagerPublic Affairs Liaison GroupNational AssociationsSME CommitteeTrade and International Affairs CommitteeDigitalisation CommitteeInvestment and ProjectFinancing Expert GroupCommunications Communications CommitteeGender Equity Advisory Group MembershipIRIS CertificationIRIS Steering Committee IRIS Topical Working GroupsUNIFE General AssemblyFinance,Legal&HRUNIFE Presiding BoardDirector GeneralTechnical AffairsTechnical PlatformFreight CommitteeSystem PillarCommitteeInfrastructureCommittee(UNIRAILINFRA)Cyber-Security Working GroupResearch&Innovation CommitteeERWA Steering CommitteeUNITELStandards&Regulation GroupControl-Command&SignallingUESCCCS PlatformUNISIGSustainable Transport CommitteeUNIFE Staff&UnitsUNIFE Management CommitteesUNIFE Working Groups&Projects10UNIFE Annual Report 2022UNIFE Presiding BoardAugusto MensiCEO,Lucchini RSMichael PeterCEO,Siemens Mobility Roger DirksmeierManaging Director,FOGTEC(representing the UNIFE SME Committee)Jrgen WilderMember of the Executive Board and Responsible for the Rail Vehicle Systems division,Knorr-Bremse AGJavier Martnez OjinagaCEO,CAF GroupLilian LerouxCEO,Faiveley TransportMillar Crawford Executive Vice President,Ground Transportation Systems,Thales Group Franz Kainersdorfer Member of the Management Board,Voestalpine AGMembers of the Presiding Board Henri Poupart-LafargeChairman and CEO,Alstom2020-2023UNIFE Chairman01.UNIFE in 202211 The Presiding Board is UNIFEs highest committee.It is responsible for the management of the association.The Board takes any measure or action required to achieve the objectives and general policies of the association.This body reviews applications for membership before they are submitted to the General Assembly for ratification.The Presiding Board is composed of 9 members elected by the General Assembly,every three years.One seat on the Presiding Board is reserved for the Chairperson of the UNIFE SME Committee.The Strategy Committee steers UNIFE activities and advises the Presiding Board on all strategic and political issues.It is composed of high-level managers representing the associations most prominent members.The Technical Platform brings together all UNIFE Members and equally covers all EU research,technical harmonisation and standardisation matters.The platform regularly reports on relevant developments and the Associations activities at EU level standardisation bodies.It also shares news regarding the Associations R&I projects,including Europes Rail Joint Undertaking.The Technical Platform communicates changes within the regulatory framework in regards to the European Union Agency for Railways(ERA)and the European Commission(i.e.DG MOVE,DG RTD,DG GROW,etc.,).This body enables all members to have a better understanding of current EU rail technical issues,their background and their implications for the industry in Europe and beyond.UNIFE Committees and Working Groups12UNIFE Annual Report 2022The UNIFE Freight Committee gathers companies active in the rail freight business and aims to strengthen the position of the industry within the European institutions policy priorities.This committee provides its members with information and support on EU R&I funding opportunities,rail freight policy developments and participation in EU lobbying on pertinent rail freight developments,including discussions concerning ongoing and upcoming TSIs/Standards,as well as following the Digital Automatic Coupling activities at European level including the work of the Task 4 of Europes Rail System Pillar.UNIRAILINFRA is a consensus-building platform focused on rail industry infrastructure at a pre-competitive stage.It promotes investment and innovation in the railway infrastructure and energy areas.UNIRAILINFRA brings together companies specialising in the manufacturing and supply of fixed railway equipment linked to the infrastructure and energy subsystems with companies that design,construct and maintain those products.The Research and Innovation(R&I)Committee is responsible for monitoring European rail research opportunities and preparing recommendations.It is responsible for the regular exchange of information on European rail research,including updates pertaining to Europes Rail Joint Undertaking,discussions on Horizon Europe R&I work-programmes and the definition of railway suppliers R&I positions.The committee also drafts common positions that will be defended at the EU level.Its purview also includes contributing to ongoing initiatives such as ERRAC,Europes Rail,the Industrial Dialogue and European Commission consultations on R&I.The UNIFE System Pillar Committee is responsible for the definition of the overall strategy and strategic guidance of UNIFE regarding Europes Rail System Pillar activities.This committee is following Europes Rail System Pillar activities and aims at defining UNIFEs position on the strategic topics discussed in the System Pillar.This committee is composed notably of UNIFE Europes Rail Founding Members and members of the UNIFE Strategy Committee.This committee is working in close contact with UNITEL,UNISIG,SRG and the UNIFE Freight Committee.The UNIFE System Pillar Technical Group is responsible for the follow-up of the Task 1 of Europes Rail Joint Undertaking dealing notably with the definition of the high-level architecture of the European railway system.It defines UNIFEs position on strategic topics linked to the evolution of the European railway system.The Committee brings together representatives from UNITEL,UNISIG and SRG and reports to the UNIFE System Pillar Committee.The Standards and Regulation Group(SRG)steers UNIFEs technical activities pertaining to the European regulatory framework(i.e.Railway Directives,TSIs,etc.)and standardisation,in Europe and abroad.The SRG is composed of technical directors from the UNIFEs main system integrators and subsystem suppliers.The European Railway Wheels Association(ERWA)aims at promoting usage benefits,lifecycle cost reduction and standardisation of railway wheels and wheelsets.Its mission includes developing standards and promoting innovation in safety and environmental friendliness.The group also encourages the adoption of best practices across the European market.The ERWA Steering Committee is composed of CEOs from European wheels and wheelsets manufacturers.It is supported by the Development Committee,which analyses political issues,market strategy and communications;and the Technical Committee,which deals with standardisation,regulation and research.The Digitalisation Platform is open to all UNIFEs members and focuses on the development of digital technologies in the rail sector from a political,technical and business perspective.The main objectives of the Platform are to bring the rail supply industrys view to the centre of the EU-level digital debate and reach a better understanding of the potential opportunities and challenges of digitalising rail transport.The Platform coordinates these efforts with the Cybersecurity Working Group.The platforms activities are frequently presented and promoted at public conferences and workshops,as well as articles in specialised magazines.01.UNIFE in 202213 The Cyber-Security Working Group brings together the associations member companies that possess significant cyber-security expertise.This working groups main objective is to provide UNIFE members with a forum to discuss and identify opportunities for cybersecurity cooperation within the European rail sector,strengthening its position when compared to competitors and other stakeholders.The UNIFE Extended CCS Steering Committee(UESC)coordinates UNIFEs strategic and political ERTMS activities.UESC members regularly liaise with European Commission(DG Move)and European Railways Agency(ERA)representatives to address any political issues related to ERTMS and organise high-level meetings between European bodies representatives and Signalling companies CEOs and/or Directors.The UNISIG Committee is composed of UNIFE members that supply ETCS products and systems.The committee was established in 1998 to develop the ETCS technical specifications to guarantee interoperability.The role of UNISIG in the context of the CCS TSI is to develop,maintain and update the ETCS specifications in close cooperation with Railways under the leadership of the European Agency for Rail(ERA),which has been made the“system authority”for ERTMS.As of this year,UNISIG is contributing to the technical activities in the System Pillar of Europes Rail Joint UndertakingThe ERTMS Marketing Group(UEMG)is tasked with coordinating any marketing activities related to the European Rail Traffic Management System(ERTMS).This includes collecting and disseminating deployment statistics,planning events,generating common publications such as factsheets,flyers,and brochures,as well as managing the ERTMS website.The Control Command and Signalling Platform(CCS-P)is a platform aiming at exchanging on control command and signalling topics.The platform is an information and sharing platform focusing on the progress of Europes Rail System Pillar activities especially regarding Task 2 of the System Pillar dealing with Control Command and Signalling.The UNITEL Committee focuses on the development and implementation of the future interoperable railway communication system(FRMCS/Next Generation),the inherent successor of GSM-R,as part of the future ERTMS.UNITEL bring together the major railway telecommunications products suppliers and companies that have significant experience in current GSM-R and future railway systems.The committee members aim to ensure that the railways communication system fulfils existing and future signalling,train control and traffic management requirements,as well as supports European railway research initiatives.The National Associations Committee gathers the directors of 12 national rail associations from 11 different EU Member States,collectively representing more than 1,000 large-and medium-sized European rail supply companies.As UNIFE Associate Members,these organisations promote our positions domestically while elevating national concerns to the European level.The Public Affairs Liaison Group brings together representatives of full UNIFE Members responsible for EU and national advocacy.It discusses lobbying strategies concerning important EU political files.It also identifies synergies between the association and its membership for impactful lobbying activities and campaigns.The SME Committee is a platform for Small and Medium-sized Enterprises(SMEs)to share and learn information about EU policies and available funds.This group works to facilitate SMEs members access to support schemes and to prepare advocacy campaigns on issues of concern to organisations of this size.The Trade&International Affairs Committee(TIAC)oversees the monitoring of EU trade negotiations and instruments with potentially significant implications for the European rail supply industry and coordinating UNIFEs responses.The Committee also focuses on public procurement,be it at international or EU level.TIAC is also a platform for the exchange and dissemination of information on bilateral cooperation activities undertaken by UNIFE in international markets.14UNIFE Annual Report 2022The Sustainable Transport Committee(STC)brings together the rail supply industrys main experts on sustainability-related topics.More specifically,the STC defines the strategy and carries out UNIFEs activities on the field of sustainable mobility,climate change,energy efficiency,urban transportation and EU taxonomy(sustainable finance).The STC is notably in charge of the Green Deal-related policies.The STC coordinates the activities of two active Topical Groups(TGs):the Life-cycle Assessment(LCA)TG and the Chemical Risks(CR)TG.The Investment and Project Financing Expert Group brings together high-level executives responsible for long-term financing and corporate relationships with multilateral development banks,such as the European Investment Bank(EIB)and the European Bank for Reconstruction and Development(EBRD).This committee explores funding avenues for infrastructure and industrial projects,including Public Private Partnerships(PPPs).The Expert Group also tracks and communicates on issues related to export financing(e.g.,Export Credits).The International Railway Industry Standard(IRIS)Steering Committee was established in 2006 and is composed of high-level representatives from the UNIFE system integrators and equipment manufacturer membership.This steering committee is the UNIFE working group responsible for IRIS Certification operational management and decisions regarding resources,contracts and financial budgeting.The UNIFE Gender Equity Advisory Group will work to assess the current situation of female employees throughout the industry,to understand barriers of entry for those wishing to have a fulfilling mobility career and to craft association position papers,statements and recommendations in order to ensure the optimal mobilisation of the rail community going forward.The UNIFE Communications Committee steers the UNIFE Communication Strategy.It is composed of the Communications Directors of UNIFE members.Aerodynamics Brakes Cabin Chemical Risks Crash Safety Diesel Electromagnetic Compatibility(EMC)Energy Energy Efficiency Entity in charge of maintenance(ECM)Fire Safety(SRT)Infrastructure Life Cycle Assessment(LCA)Noise Persons with Reduced Mobility(PRM)Railway Dynamics Rolling Stock Safety Assurance Signalling Telematic Application for Passengers&Freight(TAP&TAF)Train Control Management System(TCMS)Vehicle Authorisation Wagon(WAG)UNIFE Technical Working Groups01.UNIFE in 202215 European Affairs02.1.Industrial Policy.182.Skills Policy.203.Green Deal and Transport Decarbonisation.224.Digitalisation.275.Investment Policy.306.Public Procurement in Europe.377.Urban mobility.391.Industrial Policya.Impact of inflation and disruptions in the rail supply industry Despite positive growth forecast for the world rail market,concerns have been mounting throughout 2022 due to the widespread inflation and supply chain disruptions from delays to tremendous price increases for energy,raw materials and logistics.UNIFE maintained continuous and regular bilateral exchanges with numerous member companies to allow for concomitant reflection on the long-lasting impacts of this situation.Through a statement finalised in October,UNIFE alerted EU institutions on the need to mitigate inflation and disruptions within the supply chain.This topic is extremely important not only for European rail suppliers but for the sector as a whole,since we need to collectively achieve the objective of decarbonising the transport sector in the framework of the Climate Law,“Fit for 55”and the Sustainable and Smart Mobility Strategy.UNIFE suggested specific actions,in particular from the side of the European Commission(DG GROW),in order to guide Member States and contracting authorities in the specific context of public procurement.The statement also listed measures taken at national level while emphasizing the need to extend these measures beyond construction contracts.MEETING MINUTES www.unife.org 0 Inflation and disruptions in the European Rail Supply Industry October 2022 UNIFE publication on the impact of inflation and disruptions in the rail supply industry18UNIFE Annual Report 2022b.Mobility ecosystem and transition pathwayIn May 2021,European Commission Executive Vice-President for A Europe Fit for the Digital Age Margrethe Vestager,Executive Vice-President for An Economy that Works for People Valdis Dombrovskis,and EU Commissioner for Industry and Internal Market Thierry Breton jointly presented an update of the 2020 Industrial Strategy.The communication confirmed the rail supplys inclusion in the“Mobility,Transport and Automotive ecosystem”one of the 14 priority sectoral groupings established by Commissioner Breton and the development of so-called“transition pathways”.At the end of January 2022,the European Commissions DG GROW published a Staff Working Document entitled“For a resilient,innovative,sustainable and digital mobility ecosystem Scenarios for a transition pathway”.The Commission opened a public consultation on this document until the end of March and UNIFE played a key role in coordinating the views of the European rail suppliers to ensure that the specific needs of our sector are duly taken into consideration.In particular,UNIFE insisted on the need to take into account the specific needs of the European Rail Supply Industry when it comes to decarbonisation,digitalisation and resilience of the rail sector,while emphasizing certain commonalities with other parts of the ecosystem(e.g.skills).Furthermore,an event on the mobility ecosystem was organised on 8 February,during the EU Industry Days,with representatives of the three industrial sectors.A co-creation roundtable event was also organised on 28 November to discuss in particular the specific challenges related to the acceleration of the twin(i.e.smart,sustainable)transition.MEETING MINUTES www.unife.org 0 UNIFE Position Paper on the mobility ecosystem transition pathway March 2022 UNIFE publication on the impact of inflation and disruptions in the rail supply industry02.European Affairs19 c.Competitiveness of the Rail Supply IndustryIn January 2022,a meeting of the EC Expert Group on the Competitiveness of the Rail Supply Industry was held in order to take stock of the implementation of the final report from October 2019(88 recommendations across 10 strategic policy areas).This discussion was based on a thorough stocktaking exercise of the implementation of these recommendations carried out by UNIFE,in parallel with a scoping paper from the European Commission.There was also an agreement on the way forward,to focus in particular on certain areas(e.g.internal market,and EU public procurement).In December,a second meeting of the Expert Group was held to delve into a number of priority topics,including inflation and disruptions in the supply chain,digitalisation files or regulations and standards.At the end of 2022,the European Commission accepted at UNIFEs request an extension of the EC Expert Group mandate until 2025.This important step represented the recognition of this forum as an already existing and much-needed governance tool for discussing the future of our industry at the EU level,in complementarity with the mobility ecosystem and transition pathway.The EC Expert Group has already yielded concrete results and helped foster collaboration on critical work(e.g.MEAT).The continuation of the Expert Group will be instrumental to maintaining our constructive dialogue and collaboration with the different Directorate Generals of the European Commission,the Member States and the railway operating community.2.Skills PolicyThe European Rail Skills Alliance(STAFFER),which started in November 2020,brings together more than 30 partners across Europe to support an overall sectoral skills strategy and develop concrete actions to address short-and medium-term training needs.The project will last for 4 years,ending in 2024.2022 was an intense year in terms of activities,as we are now finishing the second STAFFER-implementation year,creating the timely moment to communicate and disseminate about the projects achievements so far.Among other initiatives,UNIFE presented the STAFFER project during the Connecting Europe Days in Lyon in June,as well as during the Rail Skills Forum in July.In September UNIFE organised the STAFFER Roundtable“Skills for the Rail Sector:Adapting Training Curricula and Attracting Talent”during InnoTrans.The discussions revolved around the main challenges that the rail sector is facing and how the sector is inventing itself to attract new talent and re-and up-skill their workforce.The STAFFER mid-term conference took place in Brussels in October and attracted several participants,both from the projects partners but also speakers from the European institutions and other stakeholders.UNIFEs 20UNIFE Annual Report 2022Member CAF Rolling Stock Technical Program Manager Marta Elorriaga took the opportunity to bring the rail supply industry perspective to the debate on how to make the railway sector attractive for young people.In November,UNIFE had the opportunity to take part of the panel“Skills&Diversity making a career in rail more attractive to all”during the Rail Live event that took place in Mlaga,Spain.The panel aimed at answering some key questions regarding recruitment challenges and what are the steps can rail suppliers take to make a career in rail a more desirable profession.It was also a good occasion to further present the objectives and deliverables of the STAFFER project.On top of the various events organised throughout 2022,efforts have also been made on other channels of communication,amongst which the UNIFE podcast on Skills&Diversity,and the Staffer video animation.We would like to take this opportunity to welcome the European Commissions initiative to declare 2023 as the European Year of Skills,and we look forward to collaborating with the relevant stakeholders throughout the year and beyond.For more information,please visit STAFFERs dedicated website,LinkedIn and Twitter channels.Kristian Schmidt(Director Land Transport,DG MOVE,European Commission),Angela Di Febbraro(STAFFER Coordinator/Professor of Transportation Engineering at University of Genoa(UniGe),Josef Doppelbauer(Executive Director,European Union Agency for Railways(ERA),Marta Elorriaga(Rolling Stock Technical Program Manager,CAF),Sabine Schneider(Head of Talent Management,Siemens Mobility)02.European Affairs21 3.Green Deal and Transport Decarbonisationa.Fit-for-55 AFIR Increasing the efforts to confront climate change remains one of the top priorities of the European Commission,especially considering the current geopolitical context of energy crisis.Commissions President Ursula von der Leyen acknowledged,in her 2022 State of the Union speech,that hydrogen can be a game changer for Europe right now,meantime this is already a reality in some countries such as Germany,where some local trains now run on green hydrogen.1)https:/ec.europa.eu/info/sites/default/files/revision_of_the_directive_on_deployment_of_the_alternative_fuels_infrastructure_with_annex_0.pdfAmong the various initiatives of the Fit-for-55 package of legislative proposals in July 2021,aiming to lower greenhouse gas emissions by at least 55%by 2030,the EC proposal for a new Regulation on Alternative Fuels Infrastructure(AFIR)1 marked an unprecedented opportunity for UNIFE to help establish a European legal framework to support the deployment of alternative fuels infrastructures for rail for those lines that are not mandated to be electrified under the TEN-T or those that do not belong to the network.Indeed,this file became one of the most sensitive priorities for UNIFE and as such an intense outreach campaign was carried out.State of the Union Address by European Commission President Ursula von der Leyen(European Parliament,September 2022)22UNIFE Annual Report 2022If the general approach reached by the Council in June 2022 did not increase the level of ambitious for rail-related provisions,the European Parliament(EP)made considerable progress to fully include rail.AFIR Rapporteur Ismail Ertug(S&D),and other MEPs like Shadow Rapporteur Anna Deparnay Grunenberg(Greens),have succeeded in significantly improving the text so as to enable the European rail sector to proceed on a path towards full decarbonization and lead the mobility green transition in the coming years.The EPs position,voted during the October Plenary,fully asserts the key role alternative fuels will play in shifting away from the remaining fossil fuel-powered trains that are still in service and ensuring an appropriate amount of alternative fuels infrastructure will be deployed.Trialogues between Parliament,Commission and Council started in October 2022 and will continue under the Swedish Presidency of the European Union in the first semester 2023.To fully support the rail supply industry priorities on AFIR,in March 2022,UNIFE organized a dedicated Rail Forum Europe(RFE)digital event titled“Decarbonising rolling stock:The potential of alternative propulsion systems in the rail sector.The event featured prominent speakers like MEP Andrey Novakov(EPP),MEP Jakop Dalunde(Greens),Giuseppe Izzo,Transport Attach at the Italian Permanent Representation,as well as representatives from Roland Berger,and from the rail supply industry(Alstom,Siemens).The event was a great opportunity for speakers to explain the main benefits of the available alternative fuels technologies such as hydrogen and battery powered trains.UNIFE members recalled once again that electrification and green propulsion systems assume tremendous significance for our industrys efforts to decarbonize lines that still run on diesel.During InnoTrans,UNIFE also organized an event on alternative fuels titled“Going the extra mile:a growing market demand for zero-emissions trains in Europe”.Speakers from Deutsche Bahn and Alstom presented the key benefits these alternative solutions can offer also in the rail sector,especially for those segments of the network that will not be electrified.They also showcased the impressive growing market demand for zero-emissions trains in Europe,both from the industrial and operators perspective,explaining why their companies are at the forefront of this increasingly emerging market.Tweet by MEP Anna Deparnay-Grunenberg,shadow rapporteur for Greens for AFIRRail Forum Europe digital event organized by UNIFE on Alternative fuels in the rail sector02.European Affairs23 b.European TaxonomyThe topic of sustainable finance remained a key topic for UNIFE in 2022.We continued to support Commissions ambition to use the EU Taxonomy Regulation to define a common classification scheme including criteria for identifying sustainable economic activities,with the aim of guiding investors and financial institutions through a truly green transition.In 2022,the Climate Delegated Act2,as well as the so-called“Disclosure Delegated Act”3,entered formally into force and this officially triggered the reporting phase for companies being covered by these delegated acts.After having thoroughly analysed both delegated acts,UNIFE has published a position paper to propose a number of improvement areas to ensure a successful Taxonomy implementation in the rail sector which is expected to play a leading role in the transition towards a more sustainable mobility ecosystem.Following the publication of the position paper,UNIFE has presented the key areas of concerns to representatives from the Commission involved in the Taxonomy discussion,such as Cabinets of Executive Vice-Presidents Frans Timmermans(EU Green Deal)and Valdis Dombrovskis(Trade),Commissioners Mairead McGuinness(Financial services)and Adina Vlean(Transport),as well as representatives from DG MOVE and DG FISMA.In the same spirit,members of the Platform for electromobility,which brings together more than 40 members from across all transport modes,including UNIFE,relayed a number of observations commonly shared by its members focused on the best“usability”of the published Taxonomy delegated acts.This clearly shows that UNIFEs concerns are generally shared also by the other actors of the electromobility value chain.2)establishing the conditions under which an economic activity substantially contributes to the climate change mitigation or climate change adaptation and causes no significant harm to any of the other environmental objectives.3)specifying the content,methodology and presentation of information to be disclosed by companies concerning the proportion of environmentally sustainable economic activities related to their turnover,capital(CapEx)and operational expenditure(OpEx),entered into force as well.MEETING MINUTES www.unife.org 0 Key aspects for a successful Taxonomy implementation in the rail sector June 2022 UNIFE publication on Taxonomy implementation24UNIFE Annual Report 2022c.Ecodesign Sustainable Product Regulation and other initiativesAs part of the 1st Package of Circular Economy the Commission has published a legislative proposal for Ecodesign Sustainable Product Regulation(ESPR).The main objective is to extend the scope of the Ecodesign directive(2009)to a broader range of products and introduce the EU digital product passport to provide the value chain with more information on the products environmental sustainability.The main concerns for the rail sector identified by the members of the UNIFE Sustainable Transport Committee(STC)are primarily,the inclusion of rail-related products in the scope of the regulation and the possible misalignment with existing rail environmental declaration methodologies being already in place(Environmental Product Declaration and Product Category Rules).Following exchanges with DG GROW,it was clarified that the actual setting of ecodesign requirements for rail-related products will depend on their inclusion in the upcoming working plan aiming to identify the products for which these requirements are needed.Meanwhile UNIFE and its members continue to closely monitor the preparation of this working plan.Other important upcoming legislative initiatives being followed by UNIFEs Sustainable Transport Committee are the Air Quality Directive review(October 2022)as well as the Initiative on substantiating green claims(November 2022).c.Ecodesign Sustainable Product Regulation and other initiativesAs part of the 1st Package of Circular Economy the Commission has published a legislative proposal for Ecodesign Sustainable Product Regulation(ESPR).The main objective is to extend the scope of the Ecodesign directive(2009)to a broader range of products and introduce the EU digital product passport to provide the value chain with more information on the products environmental sustainability.The main concerns for the rail sector identified by the members of the UNIFE Sustainable Transport Committee(STC)are primarily,the inclusion of rail-related products in the scope of the regulation and the possible misalignment with existing rail environmental declaration methodologies being already in place(Environmental Product Declaration and Product Category Rules).Following exchanges with DG GROW,it was clarified that the actual setting of ecodesign requirements for rail-related products will depend on their inclusion in the upcoming working plan aiming to identify the products for which these requirements are needed.Meanwhile UNIFE and its members continue to closely monitor the preparation of this working plan.Other important upcoming legislative initiatives being followed by UNIFEs Sustainable Transport Committee are the Air Quality Directive review(October 2022)as well as the Initiative on substantiating green claims(November 2022).For a cleaner and more competitive Europe#EUGreenDealCircular Economy Action PlanEuropean Commissions Circular Economy Action Plan02.European Affairs25 d.Action Plan on long distance rail passenger servicesIn December 2021,the European Commission presented an ambitious set of proposals under the Efficient and Green Mobility Package to modernize the European transport network and help the transport sector cut its emissions by 90%by 2050.UNIFE welcomed in particular the publication of an Action Plan on long-distance and cross-border rail including measures to ease the development of new passenger trains services,including among others,financing for rolling stock,ticketing,and strategies for night trains.This plan demonstrated the Commissions strong intention to position rail transport at the heart of their efforts to green the Unions mobility system.Consequently UNIFE greeted the adoption of this far-reaching Action Plan and to mark the publication of such an important document,we published a brochure to further build on the most relevant issues identified by the European Commission in the Plan and present some concrete proposals to make the Action plan even more effective in the coming years.In February 2022,UNIFE was invited to speak at the thematic event on the renewal of night trains in Europe organized by the French Presidency of the Council of the EU in Paris.UNIFE Director General Philippe Citron presented the conclusions of the publication on long distance rail passenger services by recalling the key challenges that have to be tackled before the renaissance of night trains can begin:Need for ad-hoc financial support for suitable infrastructure and rolling stock Interoperability and regulatory stability to support the full ERTMS roll-out New digitalisation solutions to be developed and deployed in order to ease multimodal door-to-door journeys and make travel more passenger friendly Promotion of a real level-playing field between transport modes Develop a European rail skills strategy to face the twin transitionGOING THE DISTANCEHow the European Rail Supply Industry contributes to boosting long-distance,cross-border&night service passenger rail in EuropeMARCH 2022UNIFE Publication on Cross-border and long distance rail services26UNIFE Annual Report 2022Commission Executive Vice-President Margrethe Vestager and Commissioner for Internal Market,Thierry Breton launching the EU Data Strategy in 20204.DigitalisationDigitalisation is one of the main priorities of the Von der Leyen Commission,and it is crucial in the ongoing transformation of the mobility ecosystem.Throughout 2022,UNIFE closely monitored all the relevant initiatives linked to the European Data Strategy launched in 2020 with the objective to create a single market for data and cybersecurity across the EU as well as to establish“common European data spaces”across different sectors including rail.Among the regulatory initiatives announced by the European Commission in the EU Data Strategy,UNIFE has been mainly focused on the establishment of a Common European Data Space for mobility,the so-called Data Act regulation proposal incentivising horizontal data sharing across sectors,and the Cybersecurity Resilience Act.As described in the UNIFE Vision Papers,Digital trends in the rail sector and Rail fit for the digital age,data is at the core of the on-going digital transformation of the rail sector and digitalization remains one of the key levers of the European rail supply industry to continue driving innovation in our sector and ensure our competitiveness at the global level.The newly established UNIFE Digitalisation Committee,taking over from the previous Digitalisation Platform,continued to successfully bring the European rail supply industrys views and objectives to the centre of the ongoing digital debate,decisively contributing to these discussions and effectively engaging in a fruitful dialogue with decision-makers and other key stakeholders.02.European Affairs27 a.European Common Mobility Data SpaceIn December 2021,UNIFE attended a workshop co-organized by DG MOVE and DG CNECT to present the concept of a common European mobility data space(EMDS).The Commission explained that the EMDS will aim to facilitate access,pooling and sharing of data from existing and future transport and mobility databases,while providing better control to companies and individuals who generate the data.This will help achieve the ambitious goals set in the Sustainable and Smart Mobility Strategy by strengthening the performance of the European transport sector and improving the use of data in all modes of transport.As per the European Commission 2023 work programme,recently presented by President Von der Leyen,a non-legislative initiative on common European mobility data space is expected in 2023.UNIFE will monitor this initiative to ensure the significant work being conducted at Europes Rail Joint Undertaking for the definition of the architecture of the future federated rail dataspace will be properly considered in the broader architecture of the European Mobility Data Space.b.Data ActThe Commission proposal on Data Act was published in February 2022 as part of the EU Data Strategy(2020),with the objective to set-up harmonised rules on fair access to and use of data,in both B2B and B2G(Business to Government)contexts.The proposal of the Commission seems however to be unfit for B2B industries such as rail supply,where data-sharing is predominantly stipulated in bilateral contracts/agreements.Hence,UNIFE members do not believe that cross-sectoral horizontal rules will achieve the European Commissions objective to enhance and foster data sharing.By contrast,a one-size-fits-all approach could bring about negative impacts which outweigh the potential benefits of the EU Data Act,especially in the field of critical infrastructure,including rail infrastructure.For this reason,UNIFE has published a position paper in July 2022 to better explain what are the main areas of concerns for the Rail Supply Industry.While UNIFE is not against the creation of a data sharing market,it is necessary to better clarify the access,usage and control over data,by taking into account actual market conditions and requirements in such a way to benefit all the market participants.To this end,UNIFE has been clearly calling for new definitions of data holder versus data user,and raw data versus derivate data,so as to better reflect the business reality in the rail sector.The general obligations for the data holder to make the data available to a third party free of charge might eventually jeopardizes the on-going investments of digital products/services suppliers.Competitiveness of EU suppliers must be preserved at global level.The main priorities and solutions proposed by UNIFE members have been shared and presented over the past months to the key EU stakeholders involved in the negotiations.This work will continue in 2023,as both the Council and the European Parliament will finalise their respective positions and enter the critical trilogue phase.UNIFE publication on Data Act Regulation proposal28UNIFE Annual Report 2022c.Cyber Resilience ActIn September 2022,the European Commission made a proposal for a regulation on cybersecurity requirements for products with digital elements the Cyber Resilience Act aiming to bolster cybersecurity rules to ensure more secure hardware and software products.UNIFE has flagged early in the process that this proposal would see difficult and burdensome applicability in the rail sector.The main concerns are related to technical difficulties on implementation(e.g.applicable at product level,not considering the rail sector is a system of sub-systems),maintenance of exploited vulnerabilities(interfering with rail safety regulation,homologation process,vehicle authorisation process),and supply chain disruption and lower competitiveness in the internal market.Throughout 2023,UNIFE will continue to actively convey its messages regarding the Cyber Resilience Act.MEETING MINUTES www.unife.org 0 UNIFE Position Paper on Cyber Resilience in Railways 15 December 2022 UNIFE Position Paper on Cyber Resilience in Railways02.European Affairs29 5.Investment Policya.EU funding for rail under Next Generation EU and the EU Multiannual Financial FrameworkRail investments within the EU-272022 was marked by the transition from programming to implementation of key EU funding programmes which will be used to boost rail related investments over the coming years.UNIFE has been proactively engaging with a wide range of EU and Member States stakeholders to make sure that these programmes effectively feature rail so it receives sufficient financial allocations which will allow society as a whole to advance on the decarbonisation agenda.The unprecedented Next Generation EU funds,with the EU Recovery and Resilience Facility(RRF)worth approximately 800 billion(in current prices)at its centre,and which includes 55 billion for rail-related investments,has reached cruise speed during 2022.26 Member States have their National Recovery Plans fully approved and the achievement of milestones and targets regarding the programmed reforms and investments is allowing Member States to unlock such funds.A relevant example is the ambitious Italian project to deploy ERTMS across its territory,for which the country had allocated 3 billion which are already being contracted.It is important to highlight that Member States still have at their disposal approximately 225 billion regarding the loan component of the RRF.These funds can be requested until August 2023 and the Commission has already indicated a set of eligible investments including further railways electrification and zero emission rolling stock that can be supported in the context of the newly announced REPower EU Strategy,aimed at cutting of dependencies of fossil fuels.The Connecting Europe Facility(CEF)is one of the most successful EU programmes designed to support rail related infrastructure investments on the EU Trans-European Transport Network(TEN-T).Out of the 25.8 billion earmarked for transport,rail is set to receive at least 70%of such amount.This is confirmed looking at the results of the 2021 call for proposals which saw over 4 billion out of the 5.8 billion available allocated“UNIFE is continuously advocating for the efficient absorption and implementation of this exceptional amount of EU funding that can be used to support rail investments across EU Member States and beyond to make rail the backbone of sustainable mobility”30UNIFE Annual Report 2022to rail projects,including 350 million for ERTMS.Future CEF calls for proposals will continue the same trend of benefiting rail projects over the coming years.Eligible activities that can be supported and which rail suppliers can benefit from either directly or indirectly are those relating to completion of missing links(including cross-border ones),modernisation of infrastructure,ERTMS deployment both onboard and trackside,alternative fuels infrastructure on the rail network and infrastructure adaption for military mobility.2022 was also marked by the revision of the TEN-T Regulation.UNIFE is actively involved to support an ambition revision which should establish the enabling conditions to complete the TEN-T rail network by 2050,with intermediate deadlines in 2030 and 2040 thus stimulating rail market growth in the years to come.To ensure the rail supply industry messages are well heard,UNIFE has developed a position paper which was widely disseminated to EU and national decision-makers over the last months.At this time,inter-institutional negotiations between Commission,Parliament and Council are yet to start.Among the key topics at stake,it will be vital to come up with a strong commitment for the effective and speedy deployment of ERTMS across the entire EU TEN-T Network.European TEN-T Network02.European Affairs31 UNIFE participated in the Connecting Europe Days,previously known as the TEN-T Days,which the European Commission organised in Lyon in June under the French Presidency of the Council of the EU.The event brought together politicians,industry representatives and the European Commission to discuss transport and mobility.Among others,participants had the opportunity to see state-of-the art innovations and an exhibition of EU-funded projects.The UNIFE stand was one of the most popular spots of the exhibition due to the presence of the SIEMENS ETCS simulator which was tested,amongst others by European Commissioner for Transport Adina Valean and European ERTMS Coordinator Matthias Ruete.The European Structural and Investment Funds(ESIF)continues to be a key tool within the EU Cohesion Policy that supports various rail related investments at the level of the Member States.At the release date of our annual report,the vast majority of Member States have seen their Partnership Agreements adopted by the Commission,paving the way for the approval of the Operational Programmes which will contain the proposed budgets and projects to be supported using these funds.UNIFE is actively monitoring the approval of these programmes providing its Members with early market intelligence to support business pipelines generation.As a reference,during the period 2014-2020,about 20 billion have been allocated to rail projects under ESIF.Consequently,given that Member States have a global amount of nearly 300 billion ESIF at their disposal for the 2021-2027,we should expect at least the same level of commitment as in the previous programming period.In this sense,UNIFE held a high level meeting in April with the Cabinet of EU Commissioner Elisa Ferreira,in charge of this portfolio together with EU Commissions Directorate General for Regional Policy(DG REGIO),to emphasise the significant necessities of our industry so that appropriate funding can be allocated to rail.Elisa Ferreira,European Commissioner for Cohesion and ReformsMEETING MINUTES www.unife.org 0 UNIFE Position Paper on the Revision of the TEN-T Regulation February 2022 UNIFE publication on the Revision of the TEN-T Regulation32UNIFE Annual Report 2022Rail investments beyond EUs bordersThe European Commission is also engaged in providing financial support to neighbouring countries of the Western Balkans to advance on reforms and investments.The EU Economic and Investment Plan for the Western Balkans sets out a substantial investment package aimed at mobilising up to 9 billion of funding for the region including the support for sustainable connectivity.In May UNIFE brought together,in an exclusive webinar organised for its members,some of the main stakeholders of this Plan to discuss the state of play of rail investments and reforms in the region.The event featured a panel composed of high-level representatives from the European Commission:Maja Bakran(Deputy Director General,DG MOVE),Michael Voegele(Deputy Head of Unit of Western Balkans Regional Programmes,Economic Investment Plan,DG NEAR),regional stakeholders:Matej Zakonjek(Director,Transport Community Secretariat of the Western Balkans),and UNIFE Members.The discussion examined upcoming flagship rail projects in the Western Balkans,explained suitable investment support mechanisms currently available and took stock of the ongoing extension of the Trans-European Transport Network(TEN-T)into the region.These are key elements for the swift,full integration of the Western Balkans into the EU rail market and efforts to untap the potential that sustainable rail investments and reforms can offer to both regions.On the sidelines of the EU-Africa Summit,held in Brussels on 17 and 18 February,the European Commission unveiled 11 Strategic Transport Corridors in Africa where it aims to concentrate significant investments in the coming years.These will be supported by the flagship EU Global Gateway strategy,which aims to mobilise 300 billion in investments globally until 2027 through the Team-Europe approach.For Africa alone,Commission President Ursula Von der Leyen announced that 150 billion in investments will be dedicated to the continent and that sustainable and quality infrastructure,including along the Transport Corridors,is one of the main priorities.Additionally,an EU-Africa Business Forum was held during the same period.Several large,high profile events were organised to discuss topics central to the creation of an enabling framework(i.e.,financing,sustainable energy,infrastructure and connectivity),and building stronger and sustainable value chains.It is important to highlight that UNIFE was represented at a High Level Panel on Connectivity and Infrastructure,along with Jutta Urpilainen,the EU Commissioner for International Partnerships,and Amani Abou-Zeid,African Union Commissioner for Infrastructure and Energy.This event was a welcomed opportunity to present the European Rail Supply Industrys ability and willingness to deliver quality infrastructure and rail solutions in Africa.EU-Africa Business Forum02.European Affairs33 b.EU State Aid rules“A relaxation of EU State Aid Rules to advance the modal shift”As announced in the European Commissions Action Plan to boost cross border and long-distance passenger rail published in December 2021,the Commissions is aiming at“clarifying by 2023 the State aid rules on public funding of interoperable rolling stock for cross-border services in the revised Railway Guidelines”.The Railway Guidelines set out the conditions under which aid to railway companies may be considered compatible with the internal market and State aid rules.According to the Commission“the long-standing lack of interoperability,alongside the strong need for further digitalisation,is holding back the development of seamless,cross-border rail services.State aid can help address these market failures and improve the competitiveness of rail,thus facilitating modal shift,cutting transport emissions and reducing road congestion”.UNIFE agrees with this assessment and welcomes the Commissions efforts to accelerate the modal shift to rail.In fact,rail transport is a cornerstone for the fulfilment of EUs climate objectives and to decarbonise the transport sector.These messages were gathered in the respective position paper published on March 2022.MEETING MINUTES www.unife.org 0 UNIFE feedback on the public consultation on the Revision of the State aid Railway Guidelines March 2022 UNIFE publication on the Revision of the State aid Railway Guidelines34UNIFE Annual Report 2022c.Capital Requirements under Basel III“UNIFE alerts on the potential harm of Basel III transposition for the real economy and the rail sector”The Capital Requirements Regulation(CRR3)update,which was proposed by the European Commission in October 2021 in the context of the banking package regarding Basel III,can have severe implications for the provision of cost-effective trade finance to the real economy.During 2022,UNIFE,as part of a broader coalition that includes the International Chamber of Commerce(ICC),the banking sector and strategic European industries,has been actively advocating for maintaining the Credit Conversion Factor(CCF)for Technical Guarantees at 20%and seeking clarity on the application of the effective maturity recognition for trade finance products and the provisions relating to risks weights on project and object finance.These messages were gathered in a position paper published by UNIFE in April.Other aspects regarding the credit risk weights for specialized lending regarding project and object finance which can affect PPPs for railways and rolling stock have also been raised by UNIFE in its advocacy campaign vis-a-vis EU co-legislators.MEETING MINUTES www.unife.org 0 UNIFE position on the Alignment of EU rules on capital requirements to international standards April 2022 UNIFE publication on the Alignment of the EU rules on capital requirements to international standards02.European Affairs35 d.Engagement with banks to mobilize financing for railAs the EU Climate Bank,the European Investment Bank(EIB)successfully reviewed its Transport Lending Policy(TLP)in 2022.UNIFE has participated in the discussions leading up to the revision to communicate the need for continuous support of this institution into our sector.In concrete terms,urban mobility,rail infrastructure,clean rolling stock,rail freight and rail digitalisation and automation are now listed as top priorities for the EIB.Furthermore,our industry positively observes that the provisions on procurement and the risk of distortions caused by anti-competitive practices(including,State aid,direct subsidisation,etc.),previously only incorporated under the shipping provisions are now applying to all sectors.To continue this constructive dialogue,UNIFE held an exchange with EIB Vice-President Kris Peeters on 21 November to communicate important priorities on topics such as the prospects of the new EIB TLP and support for rail alternative fuels technologies taking into account Commissions President Von der Leyen announcement on the State of the Union about the creation of an“European Hydrogen Bank”to mobilise up to 3 billion for Hydrogen projects in Europe,impact of Taxonomy on rail investments,EIB support for railways in Africa and the presentation of the 2022 UNIFE World Rail Market Study.UNIFE has also constructively engaged over the past months with European Bank for Reconstruction and Development(EBRD).The European Commission assigned the EBRD to conduct a study on the sustainable transport corridors connecting Europe with Central Asia,as one of the actions taken in support of the Global Gateway initiative.UNIFE has had several working meetings with the EBRD to communicate the priorities for our industry.The finalization of the report is due in May 2023.Philippe Citron and Kris Peeters Vice-President of the European Investment Bank36UNIFE Annual Report 20226.Public Procurement in EuropeWith the National Recovery Plans(NRPs)and other sources of EU funding for rail,there is an unprecedented opportunity and challenge to ensure that funding dedicated to rail will be spent in the best possible way,one that ensures the timely and fair implementation of projects.Although the 2014 modernisation of the European Unions public procurement framework marked a positive step forward on a number of topics,there remain shortcomings to ensuring fair competition between suppliers and establishing an approach in rail procurement that focuses on best value,rather than price alone.UNIFE has long sought to close these gaps,and progress has been made in this respect.In May 2021,the European Commission proposed an instrument to tackle distortions created by foreign subsidies.The negotiations progressed rapidly,and a final agreement in trilogues was found on 30 June 2022 under the auspices of the French Presidency of the Council of the EU.The final vote in the plenary session of the European Parliament was held in November,and the Regulation entered into force in December.UNIFE and its trade alliance AEGIS Europe have been extremely active from an advocacy perspective to ensure that the instrument,which will set up new disciplines in the framework of public procurement procedures and concentrations,is also applicable to rail supply.02.European Affairs37 This instrument is all the more important as,in 2022,UNIFE updated its contribution to the interactive map on the activity of third country state-owned enterprises in the European procurement market.This map,created with the European Construction Industry Federation(FIEC),European International Contractors(EIC),and the European Dredging Association(EuDA),displays all projects in which third country SOEs have tendered since 2009 in the construction,dredging and rail supply sectors.The update confirms that the interest of third country SOEs in the European public procurement market has kept growing significantly in recent years.In parallel to a future EU instrument,UNIFE has continued to stress the importance of strengthening the rules on abnormally low tenders and the more profuse acceptance of the Most Economically Advantageous Tender(MEAT)principle.These are of particular importance given increasing budget constraints linked to the ongoing economic and energy crisis on the one hand,and the greater activity from non-European,state-owned enterprises(SOEs)that are shielded from normal market competition on the other hand.Discussions have therefore continued within UNIFE membership,throughout 2022,to define the next steps and actions.In the context of the Russian aggression against Ukraine,UNIFE monitored during 2022 the various packages of sanctions imposed by the EU against Russia.One of the actions taken was the implementation of a full prohibition of the participation of Russian nationals and entities in procurement contracts in the EU.This means that EU contracting authorities entities are obliged not to consider Russian bids and/or covering EU(or third countries)companies with Russian ownership.Lastly,in 2022,UNIFE has continued to drive the AEGIS Europe alliances activities on public procurement.Throughout the year,the alliance pushed for reforms of the European public procurement framework during its exchanges with the European Commission,the European Parliament and individual Member States.UNIFE and partners map on SOE tenders in the EU38UNIFE Annual Report 20227.Urban mobility“Rail-bound urban transport is the most environmentally-friendly,safest,and most reliable rapid transport mode,providing the best solution to urban mobility challenges”As part of its winter mobility package of 2021,the European Commission presented its New Urban Mobility Framework last December with the main objectives of contributing to EU Green House Gas reduction targets as set in the Climate Law(including-55%by 2030)and improving transport and mobility to,in and around cities.One of the key features is a more ambitious approach to sustainable urban mobility planning linking with new requirements put forward in the revised TEN-T Regulation for the largest 424 EU cities.This will require making urban transport resilient,environmentally-friendly and energy-efficient and identifying zero-emission solutions for urban logistics as well as adequate and efficient funding and financing.In this sense,UNIFE together with UITP in the framework of Rail Forum Europe,organized an event on 6 December at the European Parliament on financing for urban mobility.Welcoming remarks from Andrey Novakov(Member of the European Parliament and Rail Forum Europe President)during the UNIFE-UITP Rail Forum Europe event:Unlocking urban rail investments-the key to climate-proof public transport02.European Affairs39 International Affairs03.1.The International Procurement Instrument .422.The regulation on foreign subsidies distorting the internal market.433.Carbon Border Adjustment Mechanism .444.Monitoring of existing trade agreements.455.Organisation for Economic Co-operation and Development(OECD).466.Bilateral cooperation with third countries.471.The International Procurement Instrument After intense negotiations over the past ten years,2022 was finally the year when the International Procurement Instrument(IPI)was finalised and adopted.The text was approved by the European Parliament in June,followed by its official adoption by the European Council and its signature and publication during the same month.The IPI regulation entered into force on 29 August.This is a tremendous victory and a fundamental milestone for UNIFE,as well as for AEGIS Europe,which have been extremely active on the file.According to the Member of the European Parliament Daniel Caspary(EP Rapporteur of the IPI Regulation),“together we have ensured that IPI becomes an effective and efficient instrument that improves the reciprocity within our markets.IPI is a significant door opener for our European companies in third countries as it removes unfair barriers and promotes fair competition”.The instrument is particularly important looking at the market restrictions of third countries that continue to limit growth and business opportunities for European suppliers.As the 2022 World Rail Market Study reported,worldwide rail market accessibility has fallen to only 61%-compared to 62%in 2020 and to 63%in 2018.This means that a substantial percentage of the global rail market is not open to international rail suppliers,limiting the full utilisation of innovative products that can decarbonise transport and provide millions with sustainable,reliable mobility.This situation stands in drastic contrast with the European market that is open and freely accessible to non-European rail suppliers.Later in the year,UNIFE and its members entered in a fundamental step of the entire process:the implementation phase of the IPI Regulation.In the second half of 2022,UNIFE started a series of meetings with the European Commission,Member States and other relevant stakeholders,in order to exchange views on the matter.42UNIFE Annual Report 20222.The regulation on foreign subsidies distorting the internal marketThe year 2022 was also marked by the fast legislative progress and conclusion of negotiations on the regulation on foreign subsidies distorting the internal market instrument on foreign subsidies.This was initially proposed by the European Commission in May 2021.At the beginning of May 2022,both Member States and the European Parliament have agreed on a common position on the file.Thanks to the tremendous efforts made by the French Presidency of the Council of the EU,the text got its green light at the end of June 2022.The Regulation was approved by the European Parliament at its plenary session in November 2022,adopted by the European Parliament and Council in the same month and published in the Official Journal of the EU on 23 December 2022 entering into force on 12 January 2023.With this important initiative,the Commission acknowledged for the first time that there is a growing number of instances within the EU in which foreign subsidies have distorted market operations,or bidding in public procurement,to the detriment of EU companies.The Regulation would grant the Commission the power to investigate financial contributions granted by non-EU governments to companies active in the EU.If it finds that such financial contributions constitute distortive subsidies,it could impose redressive measures.By doing so,it responded to the call of many industrial sectors,in particular the European Rail Supply Industry.UNIFE and its trade alliance AEGIS Europe have been extremely active in the negotiations throughout 2022,especially to make sure that there is no legal barrier to apply the instrument on goods in the specific context of public procurement.03.International Affairs43 3.Carbon Border Adjustment Mechanism The Carbon Border Adjustment Mechanism(CBAM)is part of the“Fit for 55”package released by the European Commission in July 2021.It aims to address carbon leakage and to contribute to the Green Deal objectives.Throughout 2022,UNIFE organised a number of meetings with Members of the European Parliament,and Member States to express our its priorities,and submitted amendments to the different reports of the European Parliaments Committees.While UNIFE emphasised its support of the stated objective to establish a level-playing field on carbon content and to avoid carbon leakage,it also highlighted the significant risks for the competitiveness of downstream industries such as rail supply.UNIFE stressed that the CBAM should be applied to the emissions of the complete product value chain before such product is imported into the EU.Finished products,such rail rolling stock and equipment,should have the possibility of being included in the CBAM as soon as possible in order not to create distortions.The trilogues phase between the European Commission,Council and European Parliament reached its end in December 2022.The full adoption of the law is expected by April 2023 and shall apply from October 2023 with a transitional period until 2026.As a result of the negotiations,it should be noted that the scope of the instrument was extended to new products including,hydrogen,certain precursors and some downstream products also introduced explicit references for the inclusion indirect emissions(CO2 emissions linked to the consumption of fossil electricity),as UNIFE had been advocating.European Commission proposal on Carbon Border Adjustment Mechanism44UNIFE Annual Report 2022Meeting between UNIFE and Denis Redonnet,CTEO and Deputy Director General of DG TRADE,European CommissionEU-Japan Economic Partnership Agreement UNIFE was particularly vocal on the EU-Japan Economic Partnership Agreement(EPA)during 2022,as it is a very important market for the European Rail Supply Industry,and even with the agreement in place the European rail suppliers still face many difficulties accessing the market.Against this background,UNIFE welcomed the EU-Japan Summit joint statement which referred to the need to“cooperate further on the effective implementation of the government procurement provisions in the EPA”.Among other initiatives,UNIFE responded to a survey launched by the European Commission in April to gather inputs from stakeholders on the main problems encountered on the Japanese market,through which UNIFE had the opportunity to once again list the various rail supply problems and challenges.In addition,UNIFE,together with the Japan Tax and Public Procurement Helpdesk and DG TRADE,organised the webinar“EU-Japan Partnership Agreement:Whats in it for EU railway suppliers?”in June.4.Monitoring of existing trade agreementsThe European Rail Supply Industry is a strategic and leading economic industry for Europe,and its world leadership strongly depends on the ability of companies to access new markets.Free Trade Agreements matters because they encompass a number of innovative provisions and offer opportunities to reduce tariffs and address barriers and discriminatory requirements.As such,they can be beneficial for the entire supply chain(e.g.local content requirements)that are normally treated under specific chapters focusing on public procurement.However,European rail suppliers still face a number of trade barriers in third countries markets,especially difficulties related to public procurement procedures.Therefore,UNIFE has been taking a number of actions during 2022,in particular by organising two important meetings with Denis Redonnet,Chief Trade Enforcement Officer(CTEO)and Deputy Director General of the European Commissions DG TRADE,in order to keep the debate at the highest level.03.International Affairs45 EU-South Korea Free Trade Agreement Despite the existence of a Free Trade Agreement between South Korea and Europe since 2011,there are currently many obstacles related to public procurement,technical aspects and government support that impede access to the South Korean rail market for European suppliers.This shortcoming is also due to the fact that this deal was less ambitious than the more recent generation of trade agreements.UNIFE continues to actively collaborate with DG TRADE to ensure a level-playing field and degree of reciprocity in procurement relations.UNIFE also continues to monitor negotiations and entry into force of other free trade agreements,such as with Chile,Mexico and Australia,and to inform our members accordingly.5.Organisation for Economic Co-operation and Development(OECD)Arrangement on officially supported export credits and the Rail infrastructure Sector Understanding(RSU),and EU Export Credit FacilityExport credits remain a very important tool for rail suppliers when doing business abroad.While discussions on a potential modernisation of the OECD Arrangement on Officially Supported Export Credits are ongoing,the focus of attention seems to be turning now on the establishment of an EU Export Credit Facility.In this respect,UNIFE has been closely interacting with Commission DG TRADEs officials to communicate how important this Facility can be for our sector and how and which coordination role it could play among the existing European Export Credit Agencies(ECAs).46UNIFE Annual Report 2022Fifth Gulf Cooperation Council European Commission Joint Workshop for Railways Cooperation with Gulf Countries(GCC-SG)The cooperation between UNIFE and the Gulf Cooperation Council Secretariat General(GCC-SG),which oversees economic developments in the region,has been established in 2014 and since then both organizations have been consolidating their relationship.In March,UNIFE participated in the Fifth Gulf Cooperation Council European Commission Joint Workshop for Railways.UNIFE was also pleased to once again participate in the annual Middle East Rail Conference,held this year in Abu Dhabi on 17-18 May,where we participated in two panel discussions:“Exploring a digital journey towards the railway of the future”and“Funding futuristic networks:the road to financing for the railroad of the future”.The conference proved to be an important and fruitful opportunity to make deeper connections with a wide range of government stakeholders from the region,learn more about ongoing and upcoming rail projects,exchange best practices and present our industrys priorities.6.Bilateral cooperation with third countriesBilateral cooperation with third countries remains one of UNIFEs priorities.Throughout 2022,UNIFE had the opportunity to meet with several partners across the globe.03.International Affairs47 Cooperation with North AmericaDuring InnoTrans,which took place in Berlin in September 2022,UNIFE had the opportunity to meet with North American partners and further strengthen its cooperation with them.Among other initiatives,a Memorandum of Understanding was signed by Sylvia Newell President Canadian Association of Railway Suppliers(CARS),Patricia Davitt Long President US Railway Supply Institute(RSI),and Philippe Citron,Director General UNIFE.This agreement is intended to enhance our ability to support the health and future growth of our industry while identifying opportunities for our organizations to work together in the advancement of those objectives.During 2022,UNIFE has also maintained close and solid relations with our counterparts from the American Public Transportation Association(APTA).In February,UNIFE Director General Philippe Citron and APTA President Paul Skoutelas chaired an online meeting to discuss a number of policy priorities for both sides of the Atlantic,including the EU National Recovery Plans and President Bidens Bipartisan Infrastructure Law.During InnoTrans,UNIFE and APTA also organised a bilateral exchange and a joint discussion on UNIFE and APTA cooperation,focusing on growth drivers for both rail markets and on the main areas of cooperation between the two organisations.CARS,RSI and UNIFE Sign Memorandum of Understanding to advance the Railway Supply IndustryCooperation with ASEAN countriesUNIFE participated in the EU-ASEAN ERTMS Workshop in May to discuss ERTMS developments and deployment across both regions.ERTMS is the backbone of digital rail and a main driver of global railway modernisation.EU-ASEAN ERTMS Workshop 48UNIFE Annual Report 2022UNIFE and ABIFER delegation,led by President Vicente Abate,during InnoTransUNIFE delegation and Australasian Railway Association CEO Caroline WilkieUNIFE and APTA Cooperation event at InnoTrans:Jeff Nelson(Chair,APTA),Ana Manuelito(Public Affairs Manager,UNIFE),Paul Skoutelas(President,APTA),Philippe Citron(Director General,UNIFE)Cooperation with Brazil(ABIFER)and Australia(ARA)UNIFE also had the great pleasure to meet its counterparts from the Brazilian Association of the Railroad Suppliers(ABIFER)and the Australasian Railway Association(ARA)during InnoTrans.The organisations had the opportunity to exchange on common topics of interest,such as investments,skills shortages and trade challenges.According to the UNIFEs World Rail Market Study,Brazil is forecasted to remain the largest market for rolling stock in Latin America.With a market value of 500 million per year in 2019-2021,Brazilian demand is predicted to rise strongly at 6.3%per year until 2025-2027.Moreover,on the Australian side,the study shows that the Australian rolling stock segment should continue to grow after a strong increase in the current market.Growing at a rate of 0,9%per year until 2025-2027,the market is expected to reach an annual total volume of 1 billion.03.International Affairs49 04.World Rail Market StudyThe ninth edition of the World Rail Market Study(WRMS),conducted by Roland Berger for UNIFE,was unveiled by UNIFE Chair Henri Poupart-Lafarge and Director General Philippe Citron on 20 September 2022 during InnoTrans.Published biennially since 2006,the Study provides an overview of the market in its current form and a forecast of its future development in different regions and market segments.It also assesses changes in rail market accessibility.The study projects a stable growth rate1 of 3.0GR2 to achieve a market volume of 211 billion per year for the 2025-2027 period.Global commitments to achieve net zero linked to flagship environmental and stimulus programmes such as the EU Green Deal and Recovery and Resilience Facility,and the US Infrastructure Investment and Jobs Act,are supporting further significant investments in rail projects.Thus,demonstrating once more that rail has the best potential to become the backbone of sustainable mobility worldwide and achieve ambitious decarbonisation targets.1)Real growth rate excluding inflation based on 2021 prices2)Compound Annual Growth RateAndreas Schwilling(Senior Advisor,Roland Berger)Philippe Citron(Director General,UNIFE)Henri Poupart-Lafarge(Chair,UNIFE/CEO and Chairman Alstom)launching the Study at InnoTransTotal market CAGRAccessible market CAGRTumkey managementTumkey managementRail contol Rail contol InfrastructureInfrastructureServicesServicesRolling stockRolling stock 2.9% 3.1% 3.1% 3.4% 3.7% 3.8% 3.8% 2.8% 1.9% 2.5% 2.8% 3.0 19-2021176,483210,5592025-202718,16033,65565,94222,21442,10777,90867,18757,772106,861126,5102019-20212025-202712,20222,80233,47737,42744,11637,53228,57415,1459539531,1421,14252UNIFE Annual Report 2022The total worldwide rail supply market added up to an average of 177 billion per year in the 2019-2021 period.Rolling stock was the second largest segment,amounting for 57.8 billion per year in total,followed by the services segment market.Both segments combined made up 70%of the total market,underlining their importance for the rail supply industry.While almost all regional markets,except for Commonwealth of Independent States(CIS),are expected to grow in the future,the highest growth rates are forecasted in the relatively small markets of Africa/Middle East and Eastern Europe,with 7.1%and 6.1%increases,respectively.However,more mature markets like Western Europe,Asia Pacific and North American Free Trade Agreement(NAFTA)will also grow significantly and therefore account for the largest share of absolute growth.Overall,worldwide rail market accessibility has declined during the last decade due to higher content requirements and revamped market access barriers resulting in the exclusion of European suppliers from key markets.Indeed,average total market accessibility decreased from around 70%in 2008 to 61%today.The missed business opportunity between total and accessible market increased during the last decade from 47.9 billion per year to 69.6 billion per year.To order a copy of the UNIFE World Rail Market Study,please visit the WRMS section of the UNIFE website04.World Rail Market Study53 Standards and Regulation05.1.Overview.562.2022s key developments in rail standards and regulations.563.UNIFE Technical Working Groups.644.Cybersecurity activities.685.UNITEL.69a)Revision of the 2022 Technical Specifications for Interoperability On 24 January 2020,the EC sent a request to the ERA for the preparation of the 2022 Digital rail and Green freight TSI Revision package.This package is intended to align the TSIs contents with the ECs high-level policy goals.In 2022,the ERA Working Parties and Topical Working Groups(TWGs)have been focused on the preparation and delivery of the ERA TSI Recommendation for 2022 TSI Revision Package to the European Commission and scheduled for vote and publication early 2023.UNIFE has adapted its internal consultation processes with its committees and technical working groups to best follow and contribute to the new revisions.We are a member of the ERA Working Party on the revision of TSIs which As the official representative body for the European rail supply industry,UNIFE coordinates the contributions and position of its members towards the development of regulations,decisions,guidelines and other documents drafted by the European Union Agency for Railways(ERA)and the European Commission(EC).The UNIFE Standards and Regulation Group(SRG)and its supporting UNIFE technical working groups are platforms for members to influence technical regulations that relate to the interoperability and safety of the European railway system.UNIFE has actively participated in numerous working parties and groups organised by the European institutions to support the drafting of the aforementioned outputs.The SRG plays a pivotal role in coordinating UNIFEs technical stances on the implementation of the EUs 2016 Fourth Railway Package(4RP)and 2022 Revision of the Technical Specifications for Interoperability(TSIs).SRG also interacts with other rail associations,such as CER,EIM,UIP and NB-Rail,as well as other stakeholders in Europes rail sector through participation in the Group of Representative Bodies(GRB)and the European Standardisation Organisations(ESO)-particularly,CEN and CENELEC-through the Sector Forum Rail(SFR).As an observer on both the ERA Management Board and ERA Executive Board,UNIFE Director General Philippe Citron regularly attends these meetings to express the rail supply industrys position on important topics such as ERAs annual work programme and ongoing activities supporting the 4RPs implementation.1.Overview2.2022s key developments in rail standards and regulations56UNIFE Annual Report 2022acts as the steering group for all such activities and has experts nominated to each of the activated TWGs.Within our association,the Working Party on the revision of TSIs is followed by the SRG,which coordinates the rail supply industrys response,nominates experts within the TWGs and cooperates with the other UNIFE committees when appropriate.The activities of each TWG,where the detailed TSI revision proposals are developed,have been consulted by a combination of the existing UNIFE technical working groups depending on the change request subject.UNIFEs goal is to ensure that the necessary evolution of the technical regulation and standards framework is carried out in a way that will improve the competitiveness of the European Rail Supply Industry,support the harmonisation and transparency of technical rules in Europe while facilitating the development and authorisation of rail products.The ERA TSI Working Party held eight meetings on the TSI revision in 2022 to monitor the activities of the TWGs,review and endorse the resulting change request proposals,in addition to those formulated by the Working Party itself.The TSI Working Party was successful in delivering the ERA TSI Recommendation by 30 June 2022 and held several meetings in the second half of the year to finetune several change requests and review the subsequent updates to the TSI Application Guides in 2023 based on the changes contained in the 2022 TSI Revision Package.ERA Technical Working Groups structure 05.Standards and Regulation57 b)Implementation of the Fourth Railway Packages Technical PillarThe 4RPs Technical Pillar is comprised of the reworked Interoperability and Safety Directives and the ERA Regulation,which entered into force on 15 June 2016.Member States were provided with a three-year transposition period,a possible one-year extension upon request and later a further actionable extension until 31 October 2020 due to inconveniences caused by the COVID-19 disruption.As a result,the Technical Pillar and its new vehicle authorisation regime entering into operation starting 16 June 2019 and since 31 October 2020 in all Member States.Our association strongly supported the Technical Pillars adoption,which we see as of paramount importance for the rail industrys competitiveness as it removes the remaining technical barriers to the creation of a Single European Rail Area(SERA).A harmonised European authorisation process ran by the newly fortified ERA should result in a convergence and greater certainty of requirements,leading to a more consistent,quicker and cheaper vehicle authorisation process with less duplication of checks and testing.Since 16 June 2019,ERA has acted as a European authorising entity and delivered over 4100 vehicle authorisation decisions-representing over 46.000 authorised rail vehicles.UNIFEs focus this past year has been the continued collection of feedback and experience of our members on the new processes in an attempt to ensure lessons learnt are shared,issues resolved and agreements reached where further enhancements can be made to optimise the new system.With now over three years of experience at ERA,together with all stakeholders from the railway sector and the National Safety Authorities(NSAs),activities have been launched to review the newly implemented system and define recommendations from all involved stakeholders on how to optimise the new processes and achieve the targeted cost and time saving goals.This review is led by 4RP Steering Group,of which UNIFE is member and has provided the detailed feedback from the European rail supply industry.Previous feedback has also resulted in the launch the ERA Vehicle Authorisation Advisory Group which kicked-off in October 2022,followed closely by the UNIFE Vehicle Authorisation Mirror Group.In 2022,UNIFE also coordinated the industrys response to the European Commissions public consultation on the evaluation of the European Union Agency for Railways and their role under the Fourth Railway Package.Vehicle authorisation harmonisation under Fourth Railway Package58UNIFE Annual Report 2022c)European Commission Expert Group on the Technical Pillar of the Fourth Railway Package UNIFE is a permanent member of the ECs Expert Group on the Technical Pillar of the Fourth Railway Package,alongside Member State and other official sectoral representative bodies.This group is intended to consult the sector on legalisation to be voted on,give recommendations on draft texts and help prepare discussions and votes to be held in the Railway Interoperability and Safety Committee(RISC).This Expert Group is intended to complement-but not replace-the RISC,which only allows Member State representatives to vote on the final Implementing Acts.Four meetings of the EC Expert Group on the Fourth Railway Package were held in 2022 focused on the European Commissions consultation on the 2022 TSI Revision Package texts following the submission of the European Union Agency for Railways TSI Recommendation to the EC and prior to the scheduled vote by the RISC in early 2023.UNIFE took the opportunity to raise our positions on the priority change proposals within the package,namely those associated with the TSI Transitions,key CCS TSI proposals and overall TSI impact assessment.Throughout the consultations,UNIFE has called on the European Commission,ERA and Member States to ensure the 2022 TSI Revision Package supports the competitiveness of the European railway sector and its supply industry.d)UNIFE High-Level Dialogue with DG MOVE and ERA on the Implementation of the Technical Pillar of the Fourth Railway PackageUNIFE has established a high-level dialogue between DG MOVEs Directorate C,ERA management teams and UNIFE members at the CTO level on the implementation of the Technical Pillar of the Fourth Railway Package.These meetings have sought to jointly and closely monitor the final implementation activities of the Fourth Railway Package as it entered operation at ERA in June 2019 and to identify common actions to ensure the smooth transition to the new regime.Discussions have covered areas such as the new vehicle authorisation processes and requirements,the development of the related ERA IT tool,the TSI amendments and the clean-up of notified national technical rules.This high-level forum continued in 2022 where participants exchanged on the return of experience of the new vehicle authorisation regime after three years of operation to identify common areas for continued improvement and agree on practical measures to facilitate the authorisation applications and process.Discussions in these meetings also covered the key developments of the 2022 TSI Revision Package and the priority items for UNIFE in the final stages of its drafting.Finally,the participants began to exchange of the future evolution of the technical framework after the 2022 TSI Revision Package completion,where UNIFE introduced our Vision Paper on the Evolution of Regulation,Standardisation and Innovation for a Competitive European Rail Supply Industry and explain our vision for how to ensure its balanced,streamlined and stable evolution going forward.05.Standards and Regulation59 MEETING MINUTES UNIFE Vision Paper on the Evolution of Regulation,Standardisation and Innovation for a Competitive European Rail Supply Industry 18 October 2022 e)UNIFE Vision Paper on the Evolution of Regulation,Standardisation and Innovation for a Competitive European Rail Supply IndustryIn October 2022,UNIFE published its Vision Paper on the Evolution of Regulation,Standardisation and Innovation for a Competitive European Rail Supply Industry.This paper was drafted throughout 2022 led by the UNIFE Standards and Regulation Group and consulting all UNIFE members.The UNIFE Vision Paper provides a state of play in the areas of regulation,standardisation and research&innovation as seen from the European rail supply industry and outlines UNIFEs high-level objectives and vision to achieving an efficient technical framework going forward.The UNIFE Vision Paper comes at a key moment for the European railway stakeholders in shaping the European railway target system and defining how to achieve the Single European Railway Area,following the TSI Revision Package 2022 and establishment of the Europes Rail Joint Undertaking.This UNIFE Vision Paper will therefore provide a baseline for our technical lobby activities and overall objectives in the coming years for the Technical Specifications for Interoperability and their link to the standardisation and research&innovation domains.The goal is to ensure the future technical framework evolutions support the European rail supply industry to thrive both at home and internationally while increasing the competitiveness and market share of rail transport in support of the European Green Deal objectives.f)Cooperation with the Group of Representative Bodies(GRB)As the official association of Europes rail suppliers,UNIFE is a member of the Group of Representative Bodies(GRB).The GRB is a group of European railway associations tasked with supporting the sectors consultations with the European Union Agency for Railways(ERA)as it composes its work programme and its activities on rail safety and interoperability.The GRB has continued to be highly active throughout 2022,with particular focus paid to the Fourth Railway Package Vehicle Authorisation process and guidance,the revision of the TSIs for 2022 and the budget and functioning of ERA.A number of joint positions relating to regulation and standardisation have been adopted by the GRB and submitted to the EC,ERA and Member State representatives.The GRB also continues to closely follow all ERA activities and the delivery of its work programme.Since January 2019,Christian Rausch,member of UNIFEs Standards and Regulation Group(SRG),has also served as the GRBs Chair for a two-year mandate including this year acting unde
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