![]() But for all highway and top-up charging, a network consisting of faster Level 3 and Level 4 chargers will be necessary. Our research indicates that for charging at work, Level 2 chargers will be acceptable. ![]() Time to charge: After the number of charging points, the time to charge is an important factor. Key considerations for how the charging landscape will need to evolve include:Ĭharging location: In a recent analysis of vehicle charging requirements in the US market, our PwC US colleagues estimated up to 80% of charging will occur at home, mostly due to cost and convenience. Technical upgrades to grid capacity where appropriate.Ĭharging infrastructure is potentially the most critical component of the EV transition. Intelligent grid solutions to manage energy consumption remotely or according to programmed rules and Price signals and customer contracts and offers New commercial and technical solutions will be necessary to manage these impacts, such as: This amounts to about a 25% increase in peak demand if all anticipated vehicles in 2030 were to charge at the same time. Based on the patterns observed for Kitchener-Waterloo, Ontario, we estimate an additional 38.7 megawatts of electricity will be necessary for EV charging at peak times in that region. To estimate the demand impacts, we analyzed daily residential grid data from the University of Waterloo. The challenge for the electricity system is the ability to manage the impacts of peak demand from charging and two-way flow as vehicle batteries become part of the broader intelligent energy ecosystem. Nationally, Canada is forecast to have an abundance of electricity generation until 2050, with a significant portion coming from low-emission sources. The electricity system is another critical factor in EV adoption for light-duty vehicles.
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