Newmotion is one of the main providers of connected charging solutions (equipment and service) for electric vehicles in France. Dutch by origin, it was acquired by the oil company Shell in 2017, to become Shell Recharge. The tanker said at the time to do so “a first step in ensuring that customers can access a range of refueling choices in the decades to come“. We understand all the better the interest for the Anglo-Dutch major to diversify and prepare for the future, especially at the time when the group announces the elimination of 7000 to 9000 positions to reduce its costs in the face of the shock of the health crisis linked to covid-19 and the challenge of the energy transition which threatens black gold, the price of which is moving away from its highs of yesteryear.
Digital continues its review of the French electric car market and electric charging networks with this leading player. Jean-Baptiste Guntzberger, Managing Director of Newmotion / Shell Recharge France, discusses his profession, the challenges of the market and its prospects.
JEAN-BAPTISTE GUNTZBERGER – Newmotion was created in the Netherlands about ten years ago when electric vehicles appeared. The company expanded its activity around 2015 outside of its home country. We have been in France for 5 years now. We were acquired 100% by Shell in October 2017. Newmotion, which is now called Shell Recharge, employs 340 people in Europe, including 20 in France. We are a supplier of electric charging solutions. We are working on the smart charging. The future is to follow the evolution of energy more and more sustainable and subject to the seasons and the elements. We will have to adapt to that. Charging must be smart.
We are therefore suppliers of charging stations, mainly in the residential part and corporate. Our vision is to say that most recharges are done at home or in business. 73% of people do it at home and 55% in companies. But we need to recharge while roaming. For that, there is the public network. It is a market in which we are not present with terminals. On the other hand, we are on private land. We provide terminals to supermarkets, public car parks, restaurants …
It is certainly in Shell’s strategy, but you will have to ask them directly. We currently only make AC terminals with maximum loads of 22 kWh. We are not in the niche of rapid charges, which equip motorway networks. The customer is not the same. They are different technologies.
In fact, our recharge card gives access to 165,000 terminals in 35 countries. This is what sets us apart from our competitors [Izivia donne accès à 100 000 bornes en Europe et Chargemap revendique plus de 20 000 zones de recharge accessibles avec sa carte (sur lesquelles il peut y avoir plusieurs bornes), NDLR]
This is the choice of our economic model. The card is free, but we charge 35 cents per charge. When charging at a network terminal, the driver will pay the price of said terminal plus the Newmotion share. [Parmi ses concurrents, Izivia fait payer son passe 10 €, Chargemap fait payer sa carte 19 € et prend des frais de service lors d’une recharge. Par exemple, le tarif Ionity via la carte Chargemap passe de 0,79 € à 0,871 € la minute ; NDLR]. We have found that the key is price transparency. They are as transparent as possible. We offer on our application a tool which allows to estimate the cost of a charge according to the model of the car and the parameters of the session.
We have around 5,000 users of our card which gives access to 22,000 terminals in France. Among these, we have a lot of European roaming subscribers. [Chargemap revendique plusieurs dizaines de milliers d’utilisateurs de son service de paiement, et Izivia parle de plusieurs milliers d’utilisateurs, sans en dire davantage ; NDLR]
We have a very clear GDPR regulation. We don’t communicate them, we don’t market them.
We are moving towards this dematerialization. But the technologies have to work. And they must be available on all docking stations. For the moment, we have to do with the technology in place. And the most common remains the card. We adapt to the ecosystem. Currently, it is already possible to trigger a remote charge via our app.
If you go to the Netherlands, you have a terminal for 3 to 4 electric cars. In France, you have about one terminal for 9 cars [l’Europe préconise 1 borne pour 10 voitures électriques ; NDLR].
In Norway, you have a terminal for 20 cars and there are a lot of them. France is one of the countries pushing for the deployment of public terminals. Look at the recent announcements of President Macron and his stimulus package. The Netherlands followed the same path. Our vision is that there should be a lot of emphasis on public use. Habits will change on a daily basis. We have a reflex linked to oil.
She exists. But we encounter the same difficulties in Germany and in England. I think the difficulty is more administrative than technical. With the rules that evolve, it gets easier and easier. The right to take greatly facilitates things. You may require to have a condominium terminal. Collective solutions exist, but must adapt to what already exists. There must be points outside. There is the legislation which evolves to reserve the powers in the new constructions for the electric vehicles. For what is being built today, we are on more favorable ground. The construction law after 2016 provides for 20% of spaces reserved for electric vehicles. The Lom law helped matters.
I have a very optimistic view of the matter. At the end of August 2020, there were nearly 90,000 electric registrations in France, against 70,000 for the whole of 2019. We are trying to anticipate the needs that are coming. The key is to have the right vision. What we develop must go in the direction of history and ecology. The French find it difficult to project themselves for several reasons. There are the early adopters, convinced them. We can consider that this wave has passed. Now, customers choose an electric vehicle because the price becomes affordable thanks to the subsidies. But the forecasts are that an electric vehicle will be at the same price as a thermal in 2021. The brakes are rather on the available models. 500 models are planned by 2025. These are no longer electric ranges, but ranges quite simply. It is no longer a subject. There is also the question of autonomy. It is enough. But we must reassure and expand the roaming network. France plans 100,000 terminals by the end of 2021. It is ambitious.
It is also the sinews of war for us. Networks must be reliable. You don’t have to sacrifice quality for quantity. We are a service company. We are setting limits, but what matters is service. And that’s not always the case. It may start to be the case. Everyone is starting to realize this. Operators understand that we need terminals that work. The most important thing is to understand what the power should be, and for what use. In a hotel, there is no point in having fast terminals. We must understand the interest. We must not invest blindly, but we must meet the needs of consumers. This is true for residential as well as for fleets.
I strongly believe in the deployment of private terminals. It takes an interest and a logic behind. If you take a supermarket, it will invoice and retain its customer while offering itself a good image of ecological service. It must be well sized. We must not put 15 terminals where we need 5. We start small and we evolve. As long as there is an economic model, there will be no problem.
*The article has been translated based on the content of Source link by https://www.lesnumeriques.com/voiture/voitures-electriques-les-operateurs-comprennent-qu-il-faut-des-bornes-qui-marchent-newmotion-shell-recharge-a155175.html
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