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Adoption Of Charging Infrastructure For Electric Vehicles In Ethiopia By: Seyidu Wohabrebi A Master’s Proposal/Thesis Submitted To School Of Graduate Studies Of Addis Ababa University In Partial Fulfillment Of The Requirements For Degree Of Masters Of Science In Mechanical And Industrial Engineering (Industrial Engineering Stream) Advisor: Amaha M. ( Phd ) Co-advisor: Mihret Getachew Addis Ababa University Addis Ababa Institute Of Technology ( Aait ) School Of Mechanical And Industrial Engineering (SMIE) Industrial Engineering Chair Date Of Submission: January 22, 2022.

Abstract. Electric vehicles (EV) are a new mode of transportations that are replacing conventional vehicles. However, EV s face the problem of insufficient charging infrastructure which limits their drive range. Furthermore, the limited resources of countries are also a major problem faced by EV s in infrastructure planning and development. To overcome this problem, this research will proposes a model, comprising several techniques that allocate the limited resources optimally. Moreover, the model also identifies the location and number of stations required for maximizing the drive range of EVs. This research will investigate the amount, type, and distribution of charging infrastructure that will be needed to support the transition of all type of EV s . As per the plan of the federal democratic republic of E thiopia transport sector ten years perspective plan de-carbonize the country's fleet by introducing 4,850 electric buses and 148,000 small vehicles. The number of chargers is estimated at the level of E thiopia , for five charging settings: home, workplace, depot, public normal and fast urban. Vehicle charging infrastructure scenarios, This analysis will calculates the amount of charging infrastructure required to support a level of electric vehicle adoption. This section provides the key modeling steps and data inputs to identify how many and what type of chargers will be needed in Ethiopia..

Introduction. Electric vehicles ( EV s ) have a long history, which even precedes the history of gasoline engine vehicles, going back as far as the mid-19th century. Although the dominance of EV s in the first decade of the 20th century was remarkable, it was short lived. The last decade has witnessed a growing interest in EV s , and many policy makers have created incentives to make EV ownership more attractive. Fluctuating oil prices and concerns over future oil supplies mean that EV s offer more stability in the cost of ownership than traditional gasoline cars. Advances in battery technology mean that EV s can go further than ever before on a single charge. Overall carbon emissions are much reduced if cars run on electricity produced at centralized power stations rather than on conventional gasoline engines. The environmental benefits of EV s may be further enhanced as electricity generation moves to renewable sources such as wind or solar ...

Background. There is no question that charging availability is one of the main enabling factors for EV deployment. EV charging is also available in various speeds, costs, and locations and these are tailored to meet the needs of drivers. According to the international energy agency’s (IEA) global EV outlook for 2019, there were more than 5.1 million electric vehicles worldwide in 2018, increasing by 2 million on the previous year. Based on existing commitments and announced new targets, the IEA forecasts continued growth in EV market share, with a global stock of total exceeding 130 million by 2030. ( Lamonaca and R yan , 2021). We present a new multi-period optimization problem for EV charging station siting influenced by both the availability of charging opportunities and local EV diffusion over time. ( Nazaria et al., 2019). Public charging infrastructure and fast charging are the most important charging infrastructures for electric vehicles owners. A fast charging infrastructure is essential not only for achieving a reasonable level of service, but also for minimizing the social cost. ( Zhanga et al., 2018).

Electric vehicles should be prioritized, so that they could replace conventional vehicles gradually. In this context, an EV-accommodating infrastructure, which ensures the functionality of the entire system, is essential. It has been reported that E thiopia has spent billions of dollars subsidizing fossil fuel imports. In order to minimize this high national cost, the government provides incentives for electric vehicles, so that the duty rate tariff on electric vehicles is minimal compared to conventional vehicles. Additionally, the public sector must play a leading role in setting up charging stations to help spread electric vehicles . As per the plan of the federal democratic republic of Ethiopia transport sector ten years perspective plan de-carbonize the country's fleet by introducing 4,850 electric buses and 148,000 small vehicles. The number of chargers is estimated at the level of Ethiopia, for five charging settings: home, workplace, depot, public normal and fast urban . Those demands Requires charging infrastructure‘s..

Cont.…. This study aims to develop a methodological framework to identify suitable locations for the deployment of EV charging points in Ethiopia. The lack of charging infrastructure and delays the expansion and distribution of EVs in the car market considerably. Especially in this period in which transition to electric mobility is accelerating, electric vehicle charging stations (EVCS) could be regarded as a necessity ( P agani et al., 2019). Electro mobility is a particularly complex eco-system, but supporting a robust EV -charging infrastructure that prioritizes these vehicles (and the use of renewable energy sources) is a fundamental step towards the right direction ( K ougias et al., 2020). Consumer surveys from across different global markets show that the lack of (adequate) refueling infrastructure will be a crucial restraint for the adoption of EVs ( N amdeo et al., 2014, L ieven 2015)..

cont …. Indeed, a study conducted in japan found that owners of EVs would not have bought one if there was not an adequate level of public station availability ( Lin, et al., 2011). The absence of an efficient EV charging network results in the range anxiety effect ( T hiel et al., 2012). Therefore, providing the EV users with easy and convenient charging services would be beneficial towards this scope ( H uang et al., 2019 and M icari , et al., 2017). Tellingly, modest public charging opportunities seem to be preferred over the development of longer-range vehicle capabilities ( T ran et al., 2013 and E gbue et al., 2012). To date, many public charging stations have been deployed in country and the number increases gradually ( H uang et al., 2019)..

Research questions. How many charging stations are required as per the plan of national transport sector of Ethiopia? What is the energy requirement for charging infrastructures? What is charging time demanded by charging category?.

Objectives. Charging stations are equally important to vehicles and clean energy provision, as they ensure the functionality of the entire system. That is why the researcher want to optimize the limited resource when allocating these charging stations, Ethiopia environment is critical for EV s-related growth. Therefore, the main objective of this study is to develop a methodological framework consisting of participative methods. As per the plan of the federal democratic republic of E thiopia transport sector ten years perspective plan. That is to introduce 4,850 electric buses and 148,000 small vehicles. For those demand how many charging stations are required. To define the energy requirement for those charging infrastructure. As per the plan to define suitable locations for the establishment of EVCS s in country. EV adoption shows promise that includes reducing emission, pollution, and dependence on imported crude oil..

Research methodology. Vehicle charging infrastructure scenarios This analysis will calculates the amount of charging infrastructure required to support a level of electric vehicle adoption. This section provides the key modeling steps and data inputs to identify how many and what type of chargers will be needed in Ethiopia. The modeling accounts for expected changes in vehicle range, home charging availability, charging speed, share of BEVs and PHEVs among EVs, and kilometers traveled. The estimates for private home, depot, workplace, public AC normal and fast urban access to workplace charging, accessibility of dedicated parking spots, and housing type. The charging needs are analyzed across the vehicle types of passenger car, taxi, private hire vehicle (collectively known as passenger vehicles), and light commercial vehicles..

Overview of methodology. The methodology used to assess charging needs in A ddis A baba, as per the plan of the federal democratic republic of E thiopia transport sector ten years perspective plan 2030. An overview of the modeling approach is provided in figure 1 below. The blue rectangles represent the model steps and begin at the top left. The yellow trapezoids indicate the data inputs and assumptions between the model steps, while the grey ovals explain what occurs at each step in a more readable form. The top left rectangle shows that the model starts with a projection of vehicle sales, which, in turn, allows the stock of vehicles to be tracked over time. The next step allocates this stock to drivers’ groups depending on the type of car (BEV vs. PHEV), home charging availability, and commuting status (car commuter vs. Non-car commuter). After this, the daily energy required is forecasted for each charging group. Finally, this electricity demand is calculated for each charging setting and translated into the number of chargers required based on estimated daily utilization..

Cont.…. l. Projectin electrrc Access to orkplace Ho A1 locatin ehicl s to Which 3 Energy require w uc n ua e an charging ec b h rgi c 4 Char2.in dernande har In tilization arszrng ow ev 5. Charge required c arge.

Cont.…. All results in this paper are presented according to charging categories: private home, depot (for light commercial vehicles), private workplace, public AC normal and public fast urban charging. The home category refers to private chargers in a home or apartment complex. Work and public charging are often interchangeable. We assume that a third of workplace chargers are public AC normal and the remaining ones are private. The yellow trapezoids of figure 1 represent data inputs, which are drawn from many sources and other analytical research. The main sources for these data areas, and the variables that depend on the data, are shown in table 1 below..

Table 1 Main data sources for key variables. Population Population in each sub city National statics agency Housing Number of houses and apartments in the sub city and accessibility to a dedicated parking spot National statics agency and Addis Ababa city administer Passenger car, taxi, PHV, and LCV sales and stock Registrations of new and stock of electric vehicles, including battery electric vehicle (BEVs) and plug-in hybrid electric vehicles (PHEVs). Addis Ababa transport authority, FDRE transport authority, FDRE customs commissions and FDRE minister of trade and industry Existing charging infrastructure Counts of AC normal and fast chargers per sub city. Addis Ababa city administer Charging behavior Observed share of charging at different settings and public chargers’ usage Addis Ababa city administer Annual kilometers driven Based on the share of the people living in Addis Ababa Addis Ababa transport authority (EVs owners ) Vehicle information Battery energy, charging acceptance rate Based on most common BEVs and PHEVs model in the city..

Projecting electric vehicles demand. As per the plan of the federal democratic republic of E thiopia transport sector ten years perspective plan de-carbonize the country's fleet by introducing 4,850 electric buses and 148,000 small vehicles The methodology outlined above is applied for passenger cars and light commercial vehicles. A different methodology is used for taxis and PHV s . These two categories have had different market developments up to 2030 and their definitions differ slightly. Unlike taxis, which can be both hailed and pre-booked, private hire drivers are only allowed to pick up pre-arranged bookings made via mobile apps or websites..

Allocating electric vehicles to charging need groups.

Energy required by charging category. For the third modelling step, the total energy required for each driver group is calculated and allocated to the different charging locations: private home, private depot, workplace, public AC normal, and fast chargers. The table will provides the inputs that further clarify the breakdown of that driving based on the charging location, as well as how each vehicle group changes over 2020-2030. Assumptions related to light commercial vehicles, and taxis and PHVs. The three first columns display the charging group, the next four the share of energy drawn from each location, then information related to electric vehicle kilometer travel (VKT), and finally the share of vehicles at the national level that belong to each category in 2020 and 2030..

Table 2. Allocation of energy needs per driver category for private passenger cars..

Charging time demanded by charging category. In the fourth modeling step, we estimate the average charger power and vehicle power accepted. Indeed, both are important to forecast the power that can be drawn from a charger. For instance, if a PHEV is plugged into a 22 kw charger but can only draw 3.4 kw, the value of 3.4 kw is used in the weighted average to estimate the power available at the charging station. The average rate of power draw is the same for all vehicle categories (passenger and light commercial vehicles) and increases over the years to reflect technology improvements in the vehicles and greater availability of higher-power charging. Table 3 displays the average rate of power draw for different chargers over the years. Even though higher power is possible in 2020, in practice power sharing, battery management over an entire charge cycle, and the lower cost of lower power suggest that, on average, speeds will be lower than the maximum. These charging and vehicle power acceptance assumptions are used for all the vehicle types, assuming technologies will evolve similarly across the various electric vehicle applications Average daily hours of normal chargers’ usage = 0.71 × ln (EV stock share) – 4.52.

Cont.…. Using a natural log (ln) function prevents the number of hours from rising past a practical threshold at high market penetrations, but also allows for a rapid increase in utilization in the nascent stages of an electric vehicle market. The equation stems from an assumed national average daily utilization of 1.6 hours in 2020, reaching 4 hours in 2030. The daily usage varies in each department based on EV market penetration (represented by EV stock share in the formula above). As a result, utilization is typically higher than the national average in larger urbanized areas where there is a higher concentration of EVs and chargers, allowing for more frequent and convenient matches between EV and charger locations. As an example, daily utilization in Paris department increases from 2 hours in 2020 to 4.5 hours per normal charger in 2030..

Cont.…. A similar model is used to account for increasing usage of fast chargers represented by the following equation: Average daily hours of fast chargers’ usage = 0.67 × ln(BEV stock share) – 4.59 The equation stems from an assumed national average daily utilization of 1.6 hours in 2020, which is projected to reach 4 hours in 2035. Similar to AC normal chargers, the daily usage varies in each department depending on the market’s maturity, represented by the BEV stock share. As an example, daily utilization of fast chargers in paris department increases from 1.9 hours in 2020 to 4.6 hours in 2030..

Cont .…. The utilization assumptions described above for public chargers are applied for all vehicle types: passenger cars, light commercial vans, taxis, and PHV s . However, private charging assumptions differ across the four vehicle categories. Workplace charging for passenger cars is modeled differently than public charging and is assumed to remain constant at 5 hours per workday and can expand in a more predictable way. Since workplace chargers are rarely used on weekends, the average daily hours of use over a seven-day week is 3.6 hours. Home chargers used by passenger car drivers are calculated in another manner, without using the utilization parameters described above. Instead, home charger count is based on the number of EV drivers with access to home charging, as defined in the housing section above. The methodology assumes one home charger per BEV and takes into account that some houses may share one charger among multiple PHEV s (except for taxis and PHV s )..

Cont.…. The researcher assume a more coordinated strategy for depot charging of professional LCVs such that one charger can share power between two BEV s or among three PHEVs. This can be done through entire-site power-sharing among multiple charging ports, power sharing through multiple charging ports on one charger, or physically moving a port from one car to another. Overnight charging allows these vehicles to receive the majority of their daily charging needs. Finally, while the methodology presented in figure 1 above is applied at the departmental level for workplace, public ac normal and fast urban chargers..

Scope. This research is focus on how to identify the location and number of stations required for maximizing the drive range of EVs . In order to allocate the limited resources optimally. It doesn’t include financial feasibility because of difficult to do in short to medium run. The electric power system of E thiopia electric utility. Limitations This study aims to develop a methodological framework to identify suitable locations for the deployment of EV charging points in order to increase volume of EVs in E thiopia, especially in E thiopia . Also the paper isn’t include the type of charging technology..

Significance. It will finds amount, type, and distribution of charging infrastructure that will be needed to support the transition of all type of EV s In this paper, we will find a new optimization framework that can help decision makers discern where best to site new charging stations. In this framework, the goal is twofold: I. Effectively cover present charging demands, and Ii. Increase EV adoption over a given time horizon, that allow decision makers to reach the ambitious targets mentioned in the beginning of this section. As such, we study a new strategic multi-period optimization problem that incorporates demand dynamics describing how siting decisions made at one period impact the charging demand in the subsequent periods..

Time schedule. Month February March April May June June Weeks W 1 W 2 W 3 W 4 W 1 W 2 W 3 W 4 W 1 W 2 W 3 W 4 W 1 W 2 W 3 W 4 W 1 W 2 W 3 W 4 W 1 W 2 W 3 W 4 Research Activities proposal preparation proposal defense Reviewing literatures Discussion time with advisers Develop questioner question Reliability and validity test Distribute questioner Conduct interview Collecting questioner Data collection by observation Data analysis and modeling Result and discussion Submission on of the thesis Correction according to comment final project and Defense of the thesis paper.

Budget. No. Item description Amount in birr Unit cost / birr Unit cost / birr Stationery materials 1. Printing paper (A4) 5/pack 6,000 2. Pen or pensile 15/pcs 300 3. Printing expense 3 /page 5,000 4. Binding expense 1,000 1,000 1. Note pad 250 250 2. Books, articles, journals, magazines 5,500 5,500 Travel/ expenses 3. Different EV assembler industries, importers, government offices visits 15 days 2,000/ day = (30,000) Other cost 4. Data analysis 15,000 15,000 5. Tea coffee expense during data collection 2,500 2,500 6. Communication cost (internet, mobile card) 5,000 5,000 Total 70,550.

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