-Keeping with the previous video, we will now identify and analyze some important public policies regarding the installation of charging infrastructure for electric vehicles on a global scale. As a reminder, when it comes to public policies about charging infrastructure for electric vehicles, there are four categories of tools depending on how they work and the expected results, legislative and regulatory tools, financing tools, standardization tools and information tools. In addition, and we will come back to it in more details in the videos about all public policies supporting electric vehicles, public policies about charging infrastructure can be characterized based on which government level is implementing them, on if their aim is indicative, normative or incentive, and on whether they are monetary or non-monetary. This is the evaluation grid we will keep in mind to analyze the various examples of public policies about charging infrastructure for electric vehicles that I will now describe. One last element to add to the evaluation grid to study public policies which specifically target charging infrastructure for electric vehicles, is whether the installed infrastructure is private or public. As a reminder, we call public charging infrastructure any charging station present in charging terminals available to the public, whether these are owned or operated by public or private entities, situated on public or private ground, and whether they are available for free or for a service fee. The goals of the government in terms of charging infrastructure are public policies which are usually indicative. They send signals to the market so they can set a goal. They sometimes go with an objective of electric vehicle diffusion or they can be adopted independently. The goals for charging infrastructure are usually set on a national scale but they tend to develop on a local scale. As a reminder, the European Union had set goals for all its territory in 2013 aiming at 8 million charging stations including 800 000 public stations by 2020. It made it compulsory for member states to set national goals in the directive "Alternative Fuels Infrastructure". The goals set by the European Union fall under the traditional ratio 1:10 between public and private stations. China, in its 13th five-year plan which lasts until 2020, has set a goal of 4.3 million private charging stations and 0.5 million public charging stations for cars, 4 000 bus charging stations, 2 500 taxi charging stations, 2 500 special-purpose vehicle charging stations, and 850 interurban rapid-charging stations, all of this by 2020. Again, regarding individual cars, the goals set by China are close to the 1:10 ratio between public and private charging stations. In addition, we can note that the goals in terms of charging infrastructure are supporting the country's goals in terms of electric vehicle diffusion which are 4.3 million cars, 300 000 taxis, 200 000 buses and 200 000 special-purpose vehicles by 2020. Korea whose original goal was to set up 1 400 public rapid-charging stations with a goal of 200 000 vehicles in circulation by 2020, has just increased its goal to 3 000 rapid-charging stations to cover the entire territory. Conversely to Korea, Japan is setting lower goals for infrastructure installation. It had set a goal for 2 million charging stations including 5 000 rapid-charging stations by 2020 to support its aim for an electric vehicle penetration of 15 to 20% of new vehicle sales by this date. The goals for the diffusion of electric vehicles were revised downward in 2016 and Japan is considering halving its infrastructure installation goals. When it comes to charging infrastructure installation goals, more and more cities set themselves goals at their own level. For instance, we can mention Shanghai or Vancouver. Monetary incentives are relatively frequent to support the installation of charging infrastructure. Monetary incentives can take different forms. Subsidies to build charging infrastructure are quite common. In Europe, programs to subsidize charging infrastructure are implemented at all governmental levels, from the European level, with the Trans-European Transport Network, to the more local levels and often rather active policies at the national level. In China, the towns can benefit from state subsidies to set up charging infrastructure. In the United States, several states are active in terms of charging infrastructure subsidies. The tax credit mechanism is a variation on the concept of initial subsidies for charging infrastructure. It differs, and if need be, staggers over time the amount of the subsidy. Some governments also choose to invest in the building of infrastructure directly or via public-private partnerships. Several local investment programs in Europe fall under this description. In the US, the West Coast Electric Highway program brings together the Western states, California, Oregon and Washington, in partnership with the private sector to set up a network of rapid-charging stations following the main roadways with one station every 40 to 80 kilometers. The third main category of public policies regarding the installation of charging infrastructure we will mention are the regulations applicable to the building sector. The authorities can inflect the equipment trends for charging infrastructure by making it compulsory to set up charging stations in new buildings, public or private buildings, offices, businesses, collective or individual housing for a defined percentage of the planned parking spaces. They can even make it compulsory to set up charging stations in existing buildings for a defined percentage of existing parking spaces. The case of France, mentioned in the previous video, is very representative. Some towns which are competent to adjust the regulation applicable to building implement similar measures. This is the case of Vancouver and San Francisco. It is also the case, on a different scale, in Beijing, Shanghai, Chongqing, and other Chinese cities and provinces, which made it mandatory to equip 100% of parking spaces in new buildings. As a conclusion, public policies seem like an indispensable support to the installation of charging infrastructure in countries which ambition to electrify their car fleet. These public policies seem to be directed at both public and private infrastructure. First, both categories of infrastructure are indispensable for the diffusion of electric vehicles although in different proportions. Secondly, both categories of infrastructure are facing major obstacles in this installation because of the investment cost as well as inertia in man-made environments and in our behaviors. The tools implemented to support the installation of charging infrastructure are varied and depend on all the levels of government. The goals set in terms of installation of charging infrastructure can be formulated together and consistently with the goals for the diffusion of electric vehicles but this is not systematic.
