Building the
New Economy of Movement

JANUARY 2021

ELECTRIC VEHICLEGRID INTEGRATION
BUSINESS WHITE PAPER
MOBI EVGI0001/WP/2021
Version 1.2

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INTRODUCTION
The Mobility Open Blockchain Initiative Electric Vehicle Grid
Integration Working Group is a global, multi-stakeholder
project working to co-design blockchain and distributed
ledger technologies standards for connected mobility
ecosystems. The project engages stakeholders across OEMsand other mobility industry players, technology solution
providers, and both governmental and non-governmental
entities. This report is based on numerous discussions,workshops, and research. Opinions expressed herein do notnecessarily reflect the views of individual members.
Sincere thanks are extended to those who contributed theirunique insights to this report.

Lucy Hakobyan, MOBI
Griffin Haskins, MOBI
Richard Kim, Pacific Gas & Electric Company
Christian Koebel, Honda
Anne Smith, IOTA Foundation
Kate Tomlinson
CK Umachi, Pacific Gas & Electric Company

Reviewers
Andreas Freund, Consensys
Valentina Gatteschi, Politecnico di Torino
Sebastien Henot, Accenture

Rajat Rajbhandari, MOBI
Matthew Yarger, IOTAEVGI Working Group Co-Chairs
Christian Koebel, Honda
Massimiliano Melis, GM

EVGI Working Group Team
Members
Joe Bannon, Kar Auction Services
Amy Fisher, R3
Valentina Gatteschi, Politecnico di Torino
Sebastien Henot, Accenture
Divyesh Jadav, IBM
Richard Kim, Pacific Gas & Electric Co
Shaowei Liu, CP Chain
Krasina Mileva, DOVU
Jaywardhan Sawale, Koinearth

Anne Smith, IOTA Foundation
Carsten Stoecker, Spherity
Priya Tabaddor, Cognizant
Sukesh Kumar Tedla, Swedish Blockchain
Asso.
Mohamed Thaika, Accenture
Wayne Tian, CPChain
Kate Tomlinson
CK Umachi, Pacific Gas & ElectricCompany

MOBI Team
Chris Ballinger, Founder + CEO
Tram Vo, Founder + COO
Michael Vo, CTO
Lucy Hakobyan, Head of Program

Griffin Haskins, Fellow
Matt Shi, Fellow
Kelly Clark, Communications Manager
Eric Hou, Technical Writer

01

Executive Summary

03

Current State of Affairs
Electric Vehicles
Prosumers and P2P Electricity Trading
Carbon Credits

07

Why Blockchain?

11

Vehicle-to-Grid (V2G) Use Cases
V2G Short-Term
V2G Medium-Term
V2G Long-Term

21

Peer-to-Peer (P2P) Use Cases
P2P Short-Term and Medium-Term
P2P Long-Term27

Tokenized Carbon Credits (TCC) Use Cases
TCC Short-Term
TCC Medium-Term
TCC Long-Term

39
41

Conclusion
Bibliography

TABLE OFCONTENTSExecutive
Summary

MOBI’s EVGI Standard createssystem specs and schemas
for Vehicle to Grid (V2G)
Integration, Tokenized Carbon
Credits (TCC), and Peer toPeer (P2P) energy trading.

Use cases span the energy
and mobility value chains andrequire cross industry
collaboration.

The Electric Vehicle Grid Integration (EVGI) Working Group
released its first technical specification in Q3, 2020 focused on
three core use case areas: Vehicle to Grid Integration (V2G),
Tokenized Carbon Credits (TCC), and Peer to Peer (P2P) energy
trading applications. The EVGI Standard focuses on creating
system specifications and standard data schemas required for
applications in each of the above categories. The EVGIStandard is not meant to prescribe one particular application,rather, it ensures that all of the pertinent data attributes andfunctionalities of each use case are available for organizations toutilize in creating their own applications. In other words, the EVGIStandard is not prescriptive, rather providing a base foundation
for a wide range of use cases to be built on top.
The EVGI Working Group’s first activity was to collate andevaluate all of the use cases of interest that the Standard was tocover. Those use cases are quite varied, and involve stakeholdersof all sizes - drivers, homeowners, businesses, OEMs, utilities, andmany others are impacted by the systems and solutions
considered by the EVGI Working Group. The diversity of the
stakeholders highlights why cross-industry collaboration efforts,
like MOBI, are critical for the growth of e-Mobility applications.
This business review document begins with an overview of thecurrent state of affairs with regards to powering electric vehicles,
the growth of decentralized renewable energy production, andcarbon credit generation/trading. Then, the paper discusses andanalyzes a selection of use cases that the Working Groupconsidered in developing the Standard. The analysis is broken
down based on each use case’s expected time to market, with ashort, medium, and long term outlook. Ultimately, this document
explains the use cases that the EVGI Working Group focused onand evaluates the expected value they provide; operational
efficiencies gained, new revenue opportunities created, andexciting new capabilities and services provided.

© 2020-2021 MOBI — EVGI Business White Paper

2Electric Vehicles
It is abundantly clear that
auto manufacturers willcontinue to push theirproduction of electricvehicles, especially battery
operated ones.

Globally, hybrid and electric vehicles' market share has seen sharp
increases over the last thirty years. There are a variety of factorsthat caused this trend. The looming threat of climate change has
prompted strong efforts from both the public and private sectors.
In many countries, governments have introduced legislation toprovide tax credits, deductions, and exemptions to bothconsumers and manufacturers of electric vehicles. Further,governments have mandated production of EVs and in some cases
1committed to fully electric fleets in the next decades. The
automotive industry responded in kind, with major automakers
strongly ramping up electric vehicle production. Indeed, many
governments and automakers have committed to making their
entire vehicle offering have an electric or hybrid option, or evenmoving to an entirely electric fleet. The growth of electric vehicle
adoption is very rapid today - US market share in plug-in electricvehicles, for example, nearly doubled between 2017 and 2018 and2overall grew 1500% between 2011 and 2018. This trend is
projected to continue, with an estimated 27 million electric
3vehicles on the road globally by 2030, with a CAGR of 21.1%.
However, issues like range anxiety and charging availability persist,and if left unaddressed, will strongly hinder that growth.
1. Elijah Shamah, “Colorado Joins California in Requiring Automakers to Sell More ElectricCars,” CNBC, August 26,2019, https://www.cnbc.com/2019/08/26/colorado-joinscalifornia-in-requiring-automakers-to-sell-more-evs.html; Michael Coen, “Nine Countries Say
They’ll Ban Internal Combustion Engines. So far, It’s Just Words,” Quartz, August 7, 2018,https://qz.com/1341155/nine-countries-say-they-will-ban-internal-combustion-enginesnone-have-a-law-to-do-so/
2. "FOTW #1136, June 1, 2020: Plug-in Vehicle Sales Accounted for about 2% of all Light-Duty
Vehicle Sales in the United States in 2019," Office of Energy Efficiency and Renewable
Energy, accessed January 06, 2021, https://www.energy.gov/eere/vehicles/articles/fotw1136-june-1-2020-plug-vehicle-sales-accounted-about-2-all-light-duty.
3. “Electric Vehicle Market by Vehicle (Passenger Cars & Commercial Vehicles), Vehicle Class(Mid-priced & Luxury), Propulsion (BEV, PHEV & FCEV), EV Sales (OEMs/Models) Charging
Station (Normal & Super) & Region - Global Forecast to 2030,” Markets and Markets,
accessed June 16, 2020, https://www.marketsandmarkets.com/Market-Reports/electricvehicle-market-209371461.html.

3© 2020-2021 MOBI — EVGI Business White Paper

CURRENT STATEof AFFAIRS

Large numbers of electricvehicles in the market means
our electrical grid must
provide an additional powersource to charge thosevehicles.

As the use of electric vehicles continues to scale, the electric
grid must bear a greater overall load, as well as heavier load
fluctuations over time. While the grid’s overall capacity is able
to shoulder the burden, electric vehicles see much greater use
in cities as opposed to rural areas. Within cities, suburban areas
will have a much higher concentration of households using
electric vehicles as opposed to more urban neighborhoods. Allof those electric vehicles follow a similar charging schedule unplugging to drive to work, and plugging back in when they
return home.

© 2020-2021 MOBI — EVGI Business White Paper

4Current State of Affairs
Prosumers and P2P Electricity Trading
Due to steady reduction inclean energy costs over theyears, small scale prosumers
are rapidly increasing.
However, they are unable to“sell” their excess production
during peak times.

Peer to peer “electricity
sharing” systems have thepotential to reduce unused
electricity generated by the
prosumers and also sell themat market price.

5

Clean energy production has similarly increased as new energy
production technologies achieve greater efficiencies. Solarenergy production has boomed, particularly in “small scale” uses
like on homes or commercial buildings. Additionally, the ability
to generate electricity locally turns consumers into “prosumers”,
who both consume and produce electricity. Households andbusinesses are increasingly powering themselves, even to thepoint of producing excess electricity. During peak production
times, these prosumers can produce more electricity than they
consume. If consumers have charging infrastructure, then they
can sell their excess energy (whether self-produced or not) to
EV users by allowing them to charge with their chargers.
However, smaller-scale prosumers struggle to charge
reasonable prices for their electricity, and their prices are farless than what is charged by large electricity suppliers or large
prosumers.
P2P systems that can match supply and demand in real time are4
key to improving this picture — smaller prosumers can accessdemand for their electricity without bearing the transaction feesof the wholesale market or being forced to negotiate individual
PPAs with each buyer. Implementation of these P2P systems
would allow natural market forces to drive up the price of
renewably generated electricity from small-scale prosumers;
higher prices mean a better return on investment for everyday
homeowners and bigger incentives for even more households tobecome energy prosumers. Although it was the growth ofprosumer households that spurned development and research
for these P2P systems, all households can benefit from their
existence. In the case of non-prosumers, allowing P2P charging
can reduce costs of infrastructure in the short term and enable
new revenue opportunities in the long term.

© 2020-2021 MOBI — EVGI Business White Paper

Carbon Credits
Existing mechanisms forgenerating, auditing, tracking,and trading carbon credits are
inefficient, fragmented, illiquidand prone to fraud.

A variety of instruments exist to reflect the generation of clean
energy or reduction of carbon intensity in transportation fuels in
the form of tradable certificates. These can take many forms
depending on jurisdictions and government requirements.
Governments award credits to green-energy-producing
companies scaled to the amount of clean energy they produce.
Carbon producers are required to procure a minimum number ofcredits at the end of each year in order to offset their carbon
production. Credits are banked and traded widely. However, themarketplace for these credits has strong barriers to entry forsmall-scale producers - transactions are bilateral and require alarge volume of credits per transaction. Without establishedtrading relationships and facilities to generate huge credit
volumes, these smaller-scale producers are effectively boxedout of the market. Additionally, the procedure for claiming
carbon credits can be onerous and require many manual
processes. Auditing carbon credit generation is, therefore,
cumbersome, expensive, and often requires third parties, which
can be very costly. Carbon credits markets are often very
distributed and localized, resulting in liquidity deficiencies.
Finally, the information required to register carbon credits isoften held by different organizations in disjointed data silos. This
increases costs from redundant data collection as well as
increases the time required to register.

4. Stephen Hall and Katy Roelich, “Business Model Innovation in Electricity Supply Markets,”
Energy Policy 92, (March 2016): 286-298, https://doi.org/10.1016/j.enpol.2016.02.019.

© 2020-2021 MOBI — EVGI Business White Paper

6WHY
BLOCKCHAIN?
Multiple stakeholders are
involved in planning andoperations of electric vehicle
charging facilities. Hence, thedata they need also vary,which mostly remains in silos.

As more and more electric vehicles drive on roadways, key
stakeholders in the EVGI space (OEMs, utilities, charging
equipment providers, etc.) are transacting with each other andgrappling with increasing quantities of data as part of thesetransactions. Charging session events can generate data that
capture a rich variety of information - the amount of electricity
charged, duration of charge, location, trouble codes in case of
equipment failure, and much more. Different stakeholders in the
charging session capture different types of data - OEMs only
capture data from the vehicles, while utilities only capture datafrom the grid or their charging stations. Similarly, different
stakeholders seek different insights as they relate to their own
business’ needs. Utilities may be interested in evaluating the
average time of day that charging sessions occur in order tobest prepare for demand peaks. OEMs may be more interested
in measurements of the impact of different charging schedules
and usage factors on battery health. Transportation authorities
may seek robust geographic maps of electricity demand from
EVs in order to determine the best locations for new charging
stations. More examples of such stakeholders are provided in
Figure 1.

Blockchain allows
stakeholders with a tamperevident ledger to record andshare mutually beneficial
information.

Blockchain also provides
better security andauthentication than
traditional PKI and centralized
certificates.

In order to produce the best insights and accomplish businessneeds, these players need to be able to access data from eachother’s silos. These stakeholders can certainly capture value fromtheir own data by extracting pertinent insights, but there is much
more opportunity left untapped. When taken together, data
captured by each stakeholder can provide much more context
on a larger scale. The EVGI Standard provides the necessary
framework to deploy core services such as identity, security, orassurance that combine to allow for that information to becollected and made available in an interoperable manner. The
standard provides all stakeholders with secure avenues toaccess more data, allowing them to better understand theirequipment, customers, and more. Additionally, the ability toeasily and securely share data is critical for monetization of thatdata - buying or selling data access requires robust access
controls for proper security. Blockchain provides a secure
avenue for these stakeholders to immutably record and securely
expose their collected information to other stakeholders.
Furthermore, to enable cybersecurity and authentication in
charging infrastructure, often a Public Key Infrastructure (PKI) is
necessary, like the recently announced SAE EV Charging Public
5
Key Infrastructure (PKI) project. Blockchain-based identity
management represents a serious alternative to theseconventional, often costly PKIs with their centralized certificate
6authorities (CA). Singla et al. compared blockchain-based
approaches with CA-based PKI and concluded that blockchainbased IDs can provide a more robust and better scalable
alternative.
5. “SAE International to Launch Industry Driven SAE EV Charging Public Key Infrastructure
Project,” Alt Energy Mag, May 14, 2020,
https://www.altenergymag.com/news/2020/05/14/sae-international-to-launchindustry-driven-sae-ev-charging-public-key-infrastructure-project/33118/.
6. Ankush Singla and Elisa Bertino, "Blockchain-Based PKI Solutions for IoT," 2018 IEEE 4thInternational Conference on Collaboration and Internet Computing (CIC), (2018): 9-15,
https://ieeexplore.ieee.org/document/8537812.

© 2020-2021 MOBI — EVGI Business White Paper

8Blockchain may allow the
stakeholders to sharebattery life cycle data withother parties and contributeto its re-use of components
and minerals.

Transparency of data in an e-mobility ecosystem is also anenabler for a circular economy; a major trend and especially
important for the automotive industry, with its complex value
chains. Everything produced in future circular economies is
optimized for maximum reuse, especially those resources of ascarce, or conflicting nature. Batteries typically contain such
resources (for example, cobalt, manganese, etc.) hence theirreuse after a “first life” in an EV is highly desired. In order todetermine a suitable 2nd or 3rd life use of a battery, it isimportant to provide as much data as possible on a battery’s
condition (e.g., number of passed charging cycles). Blockchain
may allow stakeholders to securely share battery data withother parties and enable tracking of battery health across its
lifecycle, which directly contributes to its circular (re)use.

Utilities

Carbon Credit
Traders

OffsetIssuers

Transmission
SystemOperators

Electric Vehicle
Drivers

Charging
Equipment
Manufacturers

Battery
Manufacturers

Local & State
Government
Agencies

Carbon Credit
Auditing
ProvidersDistribution
SystemOperators

Original
Equipment
Manufacturers

Figure 1 — EVGI Stakeholders
MOBI’s EVGI Standard
provides a secure framework
for identity, data exchange,
and access rights.

The remainder of the document focuses on explaining what use
cases are covered by the EVGI Standard and why theirimplementation provides value. With all of the use cases
discussed below, blockchain is ultimately providing secure,decentralized systems for identity, data ingestion, andmanagement, and access rights. The sections below go into
greater depth use cases in the V2G, P2P, and TCC categories,
broken down by the feasibility of their deployment within short(0-5 years), medium (5-10 years) and long (10+ years) time
horizons. The graphics below in Figure 2 summarize those use
cases, as well as provide examples of key EVGI stakeholders.

SHORT-TERM(0-5 years)

MEDIUM-TERM(5-10 years)

V2G

V2G

Enables superior control of gridload through unidirectional andbidirectional control of charging

Enables dynamic timedependent energy tariffs andload management

P2P
Provides core network services for
management and monetization of
charging session data

P2P
Enables homes and businesses
to sell electricity to EVs in a
P2P fashion

TCC
Automated credit generation andauditing capabilities eliminate
cumbersome manual processes

TCC
Enables real-time market foroffsets, which improves liquidity
and lowers barriers to entry

LONG-TERM(10+ years)
V2G
Robust coordination between
EV and grid turns EV into a key
stabilizing factor for the grid

P2P
Direct Vehicle-to-Vehicle(V2V) Energy Exchange

TCC
Easy verification of ecofriendly source of electricity
used during charging

Figure 2 — EVGI Business Value Timeline

9© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

10VEHICLE-TO-GRID (V2G)
USE CASES
The growth of electric vehicles presents an increasingload on the grid. This concentration of demand in
highly localized areas presents a challenge for
utilities, as it puts a strain on the local infrastructure
and increases incidents of costly failures. If aneighborhood has a high percentage of households
using electric vehicles, not only will their average
electricity demand be higher, but their peak demand
as well. Electric vehicle charging follows a relatively

predictable time frame. If everyone drives home fromwork and plugs their car in within a relatively shorttime, the sudden spike in demand can cause
transformers to overload and fail. A single transformer
can cost anywhere between USD150k to USD1m to
7
install.
7. Eric Schmidt, “The Impact of Growing Electric Vehicle Adoption on Electric Utility Grids,” FleetCarma,
August 28, 2017, https://www.fleetcarma.com/impact-growing-electric-vehicle-adoption-electricutility-grids/

Research has shown that EV
pools have the potential tobalance the electric grid by
putting the electricity stored
in batteries back to the grid.

It is imperative that forvehicle grid integration to be
successful, all the concerned
stakeholders must
collaborate at systems level.

It has been theorized for quite some time that electric vehicles
could be used to balance the electric grid by taking theelectricity stored in their batteries while they are not in use andputting it back in the grid when local demand is high. An
existing business model for energy resource aggregators is tosell pool capacity to grid operators; modern EVs and fleets now
allow the mobilization of such capacity. While the hardware is
ready, secure data provision is needed to enable efficient
8
controls to manage pool capacity.
A 2018 study from the Lawrence Berkeley National Laboratory
showed that with just uni-directional EV charging control“California can achieve much of the same benefit of its Storage
Mandate for mitigating renewable intermittency, but at a small
fraction of the cost. Moreover, EVs provide many times thesebenefits if two-way charging control becomes widely available.
Thus, EVs support the state's renewable integration targets
while avoiding much of the tremendous capital investment of9stationary storage.” Solving this problem by taking advantageof the charging capabilities only just now becoming available inelectric vehicles requires innovations in the areas of vehicle togrid (V2G) data gathering, governance, and management, as
well as collaboration between cities, smart charging hardware
manufacturers, electric grid operators, EV manufacturers, andconsumers. All these actors form an ecosystem for e-mobility
with numerous business opportunities.

electricity stored in the batteries of EVs and the data about theusage that can now be provided. By utilizing data on past,current, and planned charging activities provided by electricvehicles, our cities, utilities, and consumers will each see
benefits.
Fundamental components ofsuch collaboration are digital
identities, data management,
and governance.
Blockchain/DLTs provide
digital infrastructure to build
these components.

Since the data generated by these business cases is both
valuable and sensitive as it involves personal data, a corecomponent of the solution will utilize digital identities and data
governance. This maintains trust, privacy, and security of thedata, while still making it useful for analysis and decision
making. Blockchain and Digital Ledger Technologies (DLTs)
inherently provide data trust, privacy, and security, and must bea core component of the solutions.
The EVGI standard has been drafted with modularity andflexibility in mind, to match the broad service landscape in theenergy and e-mobility sector. The standard contains key
specifications to allow stakeholders the design of interoperable
systems for V2G services. In the following section, some ofthese use cases are analyzed in more detail with regards totheir business value and deployment over time.

These new charging capabilities will enable several new
business cases within this ecosystem, based on the usage of
8. Sid-Ali Amamra and James Marco, “Vehicle-to-Grid Aggregator to Support Power Gridand Reduce Electric Vehicle Charging Cost,” IEEE Access, (December 2019): 178528178538, https://ieeexplore.ieee.org/stamp/stamp.jsp?arnumber=8930487.
9. Jonathan Coignard, Samveg Saxena, Jeffery Greenblatt, and Dai Wang, “Clean Vehicles
as an Enabler for a Clean Electricity Grid,” Environmental Research Letters, (May 2018): 18, https://iopscience.iop.org/article/10.1088/1748-9326/aabe97/meta.

13© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

14

Vehicle-to-Grid Use Cases
network will provide exactly the type of data required by thesestakeholders. Additionally, it will provide the trust such datarequires through the use of a DLT to create an immutablesecure record of vehicles, their characteristics, and any
transactions (like purchasing or selling electricity) associatedwith them. When such data is made available, it can be utilized
in smart contracts to execute a wide range of business logic.

V2G Use Cases — Short-Term
Implementing the EVGI standard for V2G applications canshow immediate benefits for all stakeholders involved, fromthose in the energy sector, to OEMs and consumers. Doing so
enables the integration of the EV’s battery system and chargers
with several layers of grid control systems for managing load
through control of charging, both unidirectional and bidirectional. While bi-directional charging hardware is now
introduced by numerous OEMs and suppliers (for example,
vehicles or chargers need a DC/AC inverter), and a secure V2Gcharging standard is in the making (ISO 15118-20), a
widespread, scalable data ingestion & management layer tomake use of the hardware is still missing.
MOBI standards provide aclear framework for vehicles
and charging stations tosecurely disclose various
data sets to the network of
stakeholders.

Utilities will be better able to manage estimated grid loads oflocations based on reported routes and charger reservations
and actual charger usage. This can be achieved by utilizing
V2G network data provided by EVs. Some immediately
implementable use-cases are in the growing field of electrictrucking, predicting daily grid-wide fluctuations based on EV
charging behavior of commuters, and weekday vs. weekend
charging transactions of passenger electric vehicles.

Different eMaaS stakeholders, such as energy aggregators,
infrastructure providers, OEMs, etc. are interested in different
data sets for data analysis and to determine which grid services
can be offered. Using the EVGI Standard to make thecapabilities of vehicles and charge stations visible on the

In addition, the EVGI Standard will alleviate any concerns
around unauthorized use and incorrect payments or billing due
to the on-chain tracking of complete charging sessions as well
as distributed access control to a network for transactions.
EVGI Standards with common
data specification will allow
the stakeholders to developinteroperable interfaces
across transportation modes,
manufacturers, andgeographic regions.

15© 2020-2021 MOBI — EVGI Business White Paper

Transparency of transactions, and showing them in near realtime will delight consumers and make the day-to-day
operations of utilities much more efficient. With the common
data specification provided by implementing the EVGIStandard, the development of user interfaces to track V2Gtransactions, activities across multiple charging services
providers will be simple. These user interfaces can be for endusers, utilities, charge point owners, etc., and could beapplications available in-vehicle, on mobile devices, via theweb, or wherever needed.

© 2020 -2021 MOBI — EVGI Business White Paper

16

Vehicle-to-Grid Use Cases
V2G Use Cases — Medium-Term
The uni-directional coupling of vehicles to the grid (“V1G”) canbe seen as an intermediate step towards full-fledged V2Gservices. V1G implies controlled charging, where a charging
session may be interrupted on purpose. This enables several
services that grid operators and EV owners both can benefit
from. When charging in a certain region is not convenient for thegrid (for example, at times of heavy load), charging isinterrupted. If the EV owner is willing to accept such minor
inconveniences, he or she is compensated by the utility. This
would be realized by smart contracts that execute custom
energy tariffs with time-dependent pricing or acceptance ofswitchable load. The EVGI standard provides data on vehicles
and battery capacities but also allows to design interfaces forcontrolled charging, as well as tariff mapping in smart contracts.
In the medium term, unidirectional coupling ofvehicles to the grid will
benefit the stakeholders.

In addition, utilizing the EVGI standard to implement such asystem would be significantly less expensive than upgrading thegrid to accommodate the additional load. A study of the grid in
Hamburg showed that if 97% of the vehicles in the city areelectric, there would be congestion at many of its feeders andthat upgrading the grid to alleviate the problem would cost USD
24.5 million. However, if the grid were to use a smart charging
system with the electric vehicles, which temporarily omits
charging at times of heavy load, the congestion could be
10
prevented for only €2 million.

Bi-directional coupling, which
does not include the electric
grid involves two prosumers
sharing unused electric
source with battery acting asa temporary storage andblockchain as a ledger toshare transactions between
the stakeholders.

Optimization can be done in a way that load peaks of thatbuilding are avoided, or to guarantee a fair charging scheme
among vehicles. Facility management especially seeks to omit
peaks, as they lead to out of scale costs.
Another category of services considered here requires bidirectional charging but does not involve the grid. For example,
house owners can transfer excess solar energy into the EV andat the same time use the EV’s battery as a temporary storage
system, which reduces the consumption of regular energy
coming from the grid. Blockchain can keep track of this selfconsumption of electricity and even help with optimizing energy
flows between vehicle and home (for example, via a third-partydapp). Blockchain can then be used to share the information in
an immutable ledger with utility companies and in P2P electricity
sharing schemes. Furthermore, loyalty programs based onblockchain tokens can incentivize the usage of self-generated
green energy for mobility. Data attributes in the EVGI standard
provides a framework to model such functions and processes.

Facility managers of commercial or municipal buildings have thepossibility to install local load control with V1G to optimize
charging schedules of several vehicles parked on site.
10. Jeff McMahon, “Electric Vehicle Batteries Could Dwarf the Grid’s Energy Storage Needs,”
Forbes, January 29, 2020,
https://www.forbes.com/sites/jeffmcmahon/2020/01/29/electric-vehicle-batteriescould-dwarf-the-grids-energy-storage-needs/#315745605929

17© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

18

Vehicle-to-Grid Use Cases
V2G Use Cases — Long-Term
In the long term, bi-directionalcharging will involve electricgrids from which electricvehicles can receive and send
power.

In the long term, electric vehicles with bi-directional charging
capabilities will be able to receive energy from the grid, andfeed it back to the grid, wherever capacity is needed. Hence,such a system could become a key tool for utilities to stabilize thegrid. As with the aforementioned V1G services, the EV owner canbe transparently compensated based on logics and mechanisms(e.g., special tariffs) encoded in blockchain, enabling visibility,
and therefore trust, for all parties. Through data sharing ofrouting information in EVs, degree of charging infrastructure
utilization, and available capacities in a region, utilities and grid
operators are better able to predict and manage grid loads. Usecases of this can be found in electric trucking/logistics andweekday vs. weekend charging behavior. The EVGI Standard
provides the specification for data-generating energy peers(e.g., charging stations, utilities) and is a key enabler for
V2Network data sharing.
Smart contracts play a special role in long term V2G scenarios,
as they may host the aforementioned intelligent energy tariffs.
According to a Fraunhofer position paper on smart contracts, thelack of trust between arbitrary actors on the decentralizedenergy market calls for trustless value exchange based on smart
contracts.11 While there is even potential for smart contract
marketplaces to rise, the future will show to which degree smart
contracts will be used in typically highly regulated energy
markets.

V1G

V2G

P2P

Controlled charging/Interruptible Load/
Time-of-Use Tariffs

Ancilliary Services/Revenue
Streams by Offering
Capacity

Energy Trading/Offload
Excess Renewable Energy

Infrastructure Sharing

Energy Traceability

Co-own & Share Energy
Hardware/Charge Point Renting

Virtually Consume Green Energy
Anywhere, Anytime

Figure 3 — EVGI Use Cases

Figure 3 gives an overview of some different key applications that
the EVGI Working Group considered in developing the V2Gcomponents of the Standard.
11. Wolfgang Prinz and Axel T. Schulte, “Blockchain und Smart Contracts,” Fraunhofer,
November 2017,https://www.iml.fraunhofer.de/content/dam/iml/de/documents/OE260/FraunhoferPositionspapier_Blockchain-und-Smart-Contracts.pdf

19© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

20

PEER-TO-PEER
USE CASES
Households and businesses are getting increasingly moreequipped for the next peer to peer applications of mobility in thecontext of electric vehicles. Excess energy is seen as a newrevenue opportunity by allowing external peers to use this energy
in the form of charging their electric vehicles. Smart homechargers are now able to be shared for public pay per use andshort term lease of charging points, creating a sharing economy
for EV charging infrastructure. In order to facilitate suchelectricity transactions, chargers need to become visible andusable for the public. In a distributed system, charger identity will
be key to this solution. Today there are no standard ways toprocess such transactions, track usage, and monitor energy
consumption. Blockchain smart contracts and dapps offer a highpotential for P2P registering, offering, leasing, and billing of
charge points.
Implementing the EVGI Standard provides a variety of benefits forstakeholders of the electric vehicle and charging ecosystem.
Electric vehicles, charging stations, and utilities can have a secure
identity, communicate with a standard messaging format, andrecord transactions on a distributed ledger. Such transactions
may include charging events, electricity generation reporting,electricity exchange events, etc. These services provide value by
enabling secure, decentralized communication and immutable
recordkeeping between data-generating energy peers.

Peer-to-Peer Use Cases
P2P Use Cases — Short and Medium-Term
The EVGI Working Group primarily considered two use casescenarios that fell particularly under the P2P umbrella electricity pooling and selling, and direct vehicle to vehicle
energy exchange. As such, this section combines the Short andMedium term into one subsection to focus on the former use
case, while the Long term section focuses on the latter use case.
Homes and small businesses
can pool unused electricity orrequest electricity from otherpools. This will allow less loadon the main electricity grid.

With a basic set of schemas for communication between electricvehicles, chargers, and the grid, electric vehicles will be able toshare data and communicate with chargers, regardless of the
manufacturers that built them. With robust P2P systems that canmatch supply and demand, the possibilities are endless. For
example, electric vehicle chargers in homes and small businesses
can become publicly available charging stations. Prosumers andnon-prosumers alike would be able to provide their electricity tothe public and earn revenue that will offset infrastructure costs inthe short term and create more profitable business opportunities
in the long term. Systems that are able to match local supply anddemand will result in better energy prices for consumers andprosumers alike. Furthermore, direct prosumer - consumer energy
exchange reduces the load on the grid, which reduces
maintenance costs for utilities, as well as reduces transaction
costs from avoiding grid fees. With multiple prosumer homes
pooling their electricity, they can form microgrids that canachieve enormous cost savings, as they are effectively
generating their own power. That cost saving is not only for thehomes within the microgrid, but also passed to the EV drivers in
the form of cheaper electricity, which also vastly expands thepool of available chargers. There are multiple microgrid
communities growing around the world, and this trend is only
projected to continue.12
12. “Brooklyn Microgrid (BMG) Marketplace,” Brooklyn Microgrid, accessed June 16, 2020,
https://www.brooklyn.energy/23© 2020-2021 MOBI — EVGI Business White Paper

P2P charging transactions
may accelerate EV adoption,
shift electricity demand to
off peak periods, and reducethe carbon footprint ofprivately owned vehicles.

If there is substantial adoption of P2P smart home chargers, thenumber of available chargers for electric vehicle drivers would
increase enormously. Abundant, well geographically distributed
electric vehicle chargers enable people to drive their electricvehicles much further, with no fear of running out of power.
Range anxiety is considered one of the biggest barriers to theadoption of electric vehicles.13 Greater adoption of electricvehicles means more sales for the automakers, greater
electricity demand for the utilities, and a greener environment
for all.

13. Steven Loveday, “Here's Precisely Why People Avoid Electric Cars,” Inside Evs, August 25,
2019, https://insideevs.com/news/366349/top-reasons-people-avoid-evs/.

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Peer-to-Peer Use Cases
P2P Use Cases — Long-Term
Electric vehicles can
exchange power with eachother when they are parked.
Vehicles with excess power
because of short commutes
can sell the power to vehicles
with longer commutes. A
scenario when supply anddemand is optimized within asmall geographical pool ofvehicles.

25

Peer-to-peer smart home chargers certainly represent a major
milestone in the decentralization of electricity distribution for EVs.
From there, the next clear milestone is the direct exchange ofelectricity between the EVs themselves. Consider a large random
sample of EV drivers in a given city. Drivers will have varying
schedules, commute distances, and vehicles. Moreover, vehicles
will be parked at different locations in the city, for different
lengths of time throughout the day. Drivers with short commutetimes will find a consistent excess of electricity, while those withmuch longer commutes may have to stop at a charging station© 2020-2021 MOBI — EVGI Business White Paper

By enabling EV identification,
coordination and settlement,
MOBI’s EVGI standard
provides the foundation of agreener and more efficientmobility economy.

during their trip. Even within a single parking lot, there will bedifferent electric vehicles with different charge levels, andvarying degrees of available excess electricity; there is a clear
opportunity to match the supply and demand in this situation.
Drivers purchasing electricity could achieve enormous costsavings, estimated to reach up to 71%. Drivers that are selling
their excess electricity also see the value - they can earn areturn on energy.
In order for the above scenario to be achieved, individual steps
in the use case workflow requires the ability for EVs tocommunicate and coordinate- from the authentication
between EVs to begin charging sessions, to submitting buy/sellorders for certain quantities of electricity at certain prices, tocoordinating the charge session. That coordination is not justbilateral - there must be consensus within that mesh network of
EVs that matches buy and sell orders. Collating and recording
each buy and sell order on a distributed ledger requires
consensus between all participants - so too does a distributed
buy and sell order matching process. With blockchain, theseEVs can easily and securely identify themselves and each other;secure digital identities are key to enabling the trusted P2P
messaging and coordination required by a direct electricity
exchange. The EVGI Standard provides a framework forallowing EVs to authenticate each other’s identities andvalidate each other’s pertinent data (current charge level,
trouble codes, etc.. Direct P2P energy exchange between
vehicles will require a strong, robust application layer toimplement the order matching engine, buy/sell ordersubmission process, coordination of drivers to execute trades,
and much more. But the EVGI Standard is the first key step providing the core building blocks of these applications so thatengineers have the data and core network services they need.

© 2020-2021 MOBI — EVGI Business White Paper

26

TOKENIZED CARBON CREDITS (TCC)USE CASES
The EVGI Working Group chose to focus narrowly on registering the credits on chain,and to accommodate what is required for them to beregistered/exchanged/retired. That can all occur without literally tokenizing them.
The EVGI Working Group did not ultimately have the standard require that thosecredits be tokenized, and the method of tokenization for these credits was left to
implementation.
Tokenization of carbon credits has received increasing attention from the mobility
industry as a way to introduce efficiencies and new ways in managing carbon
credits. Carbon credits are certificates or permits that represent the right to emit
fixed volumes, typically one metric ton, of CO2e (carbon dioxide equivalent). The
carbon credits are typically able to be transacted in carbon markets, which can takevarious forms. The term ‘carbon credits’ is used to cover a wide range of programs
and incentive schemes including carbon offsets, carbon production permits,
renewable energy certificates, guarantees of origin, cap and trade programs, andother green attribute tracking mechanisms. The Low Carbon Fuel Standard (LCFS)
program is one such mechanism, and the focus of this standard as the most directly
applicable one to the mobility industry.

The LCFS programs utilize market-based incentives to encourage reductions in the
carbon intensity of transportation fuels. By setting carbon intensity goals, regulators
administering LCFS programs can mandate importers and refiners of carbonintensive fuels to lessen their environmental impacts by either reducing the carbon
intensity of their fuels or purchasing LCFS credits from generators of lower carbonintensity fuels (i.e. electricity, biofuel, renewable diesel). The program therefore also
incentivizes the production of those lower carbon-intensity fuels. The State ofCalifornia in the United States, for example, was one of the first ones to adopt the
LCFS program in 2009 and it has seen many enhancements since then. Many otherstates and countries, including British Columbia and the UK, have either adopted orare exploring similar programs. California, Oregon, Washington, and British Columbia
strategically align policies to reduce greenhouse gases and promote clean energy.
“Over time, these LCFS programs will build an integrated West Coast market for low‐
carbon intensity fuels that will create greater market pull, increased confidence forinvestors of low carbon alternative fuels, and synergistic implementation andenforcement programs. Other regions including Canada and Brazil are also noticing
California’s success and developing LCFS‐like performance standards for
14
transportation fuels.”
14. Low Carbon Fuel Standard,” California Air Resources Board, accessed June 16, 2020,
https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard.

Fuels generate LCFS credits if they have carbon intensity (CI)lower than the target established by the regulators. Those fuelsin the transportation fuel pool with CIs higher than the target
generate deficits. A fuel producer with deficits must haveenough credits through generation and acquisition to be inannual compliance with the standard. Petroleum importers,
refiners, and wholesalers are Regulated Parties (RPs) under the
LCFS. The regulator approved alternative fuel producers can
opt-in to the program; these participants are also referred to as
RPs. When transportation fuels are imported, refined, or sold in
California, for example, RPs and opt-in RPs enter thetransaction level information into the regulator's central datasystem for the standard, the LCFS Reporting Tool (LRT). The LRT
tracks each transaction of fuel with its corresponding credit or
deficit position, and sums for each RP. Credits are retired whenused to cover deficits per annual compliance report. LCFS
credits do not have a vintage and do not expire. Credit
transactions are reported to the LRT, including the transaction
price in units of million tonnes (MT) of LCFS credits. Credit
16
owners can only sell or trade their credits with otherRP deficit
holders. Parties outside the 230 RPs are not allowed to hold
15
LCFS credits.
Figure 4 — California Air Resources Board Declining Carbon Intensity Curve.

In Figure 4, for example, shows how the limit of compliance forfuel carbon intensity is getting more strict over time in the stateof California. Transportation fuels high in carbon, such as
gasoline, sit near the top of the chart, and thus these importers
and refiners accrue a credit deficit. Fuels with a lower carbon
intensity, like electricity from renewable resources, sit well below
the compliance standard and therefore generate a credit
surplus. In this way, an exchange marketplace is set up between
parties with credit deficits and those with a credit surplus.

16

15. “LCFS 101 - A Beginner’s Guide,” Stillwater Associates, accessed June 16, 2020,
https://stillwaterassociates.com/lcfs-101-a-beginners-guide/?cn-reloaded=1.
16. “LCFS Basics,” California Air Resources Board, accessed June 16, 2020,
https://ww2.arb.ca.gov/sites/default/files/2020-09/basics-notes.pdf.

29© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

30

CREDIT GENERATIONVALIDATIONMARKETPLACE

EasierCollaboration

Improved
Accuracy

Auditability

Peer to Peer
Transactions

Ability to sharedata indecentralizedfashionBetter data likenear real time
marginal
emissions data

Blockchain techinherently provides
audit trail

Cost-effective
transactions
enable moreparticipants

Better sources ofdata like vehicle
telematics &charger data

Smart contracts
execute credit
calculation
automatically

Regulatory Agency
can easily validate
credits for a widearray ofstakeholders

While focused on EVs, thestandard could be extended
to other fuels and modes ofmobility.

There are three major phases of the LCFS credit lifecycle
considered in this document as shown in Figure 5 below - 1)
credit generation, 2) auditing/validation of credit generation,and 3) credit marketplace. Note: While this document is solely
focused on electric vehicles, there are other fuels (ethanol,hydrogen, etc) that this process could be applied to. Theseother fuels have not been included due to the EVGI Working
Group’s limited study and investigation into those fuels, but
portions of the standard could potentially be utilized fortokenized carbon credits based on those fuels as well.

Real-time
settlements
reduceverification steps
for utilities

Figure 5 — Major Phases of the LCFS Process31© 2020-2021 MOBI — EVGI Business White Paper© 2020-2021 MOBI — EVGI Business White Paper

32

Tokenized Carbon Credits Use Cases
TCC Use Cases — Short-Term
The EVGI standard can help
with the carbon data
provenance, integrity, chainof custody, and audit needed
for a viable carbon credit
framework.

In the short term, the framework laid out in this standard can beused to create blockchain-based applications that will help thecredit generation and auditing phases of the LCFS credit
lifecycle. Credit generation refers to the process of pulling data
related to charging of a specific vehicle and quantifying thenumbers of credits based on calculations defined within the
LCFS program. These are typically set by the regulatory bodyoverseeing the program.

Existing reporting processes
are error prone yet expensive
to audit.

For regulators, auditing the credits and deficits produced can be
an issue. One area where utilizing the blockchain for auditing
carbon credits can be beneficial is in ensuring that records at
the meter haven’t been falsified. Storing the data from themeter or charger through an immutable ledger, whether thedata is stored on-chain or off-chain, can ensure that records
aren’t manipulated afterward. Additionally, double counting of
charge sessions (i.e. 2 entities claiming for the same charge
session) can be caught through tracking charge sessions using
the ledger.

These applications can help streamline and standardize thecollection of data needed to quantify carbon credits whileproviding an immutable audit trail for data used in thequantification of carbon credits. This will be valuable to both
LCFS credit producers and regulators.
Both carbon credit producers
and consumers can benefit
from the transparency, trust
and timeliness enabled by
MOBI’s EVGI.

Credit producers will benefit from these applications to quantify
carbon credits in more real time through standardizing
automated pulls of charging data. One challenge for small
companies (e.g. independant charging station providers) who
are eligible to claim credits is the time and effort needed tocollect this data and fill out the relevant forms to submit credits
on regular intervals. Additionally, many credit producers struggle
to understand how many credits they have accrued at any given
time. Utilizing these applications, the credits can be quantified
and created in real time.
Auditing of the credits generated is important to avoid any
manipulation of the program as a significant amount of money
can be accrued. In fact, ~$2.7 billion was transacted in
California’s LCFS program in 2019. The California Air Resources
Board (CARB), for example, notes 5 examples of settlements forincorrect reporting including a payment of $1,365,000 from33

© 2020-2021 MOBI — EVGI Business White Paper

Tesoro Refining and Marketing LLC, for misreporting volumes in
17
its quarterly and annual LCFS reports. That particular incident
did not appear to be due to manipulation as the errors wereself-disclosed. Additionally, CARB has noted several accountbalance adjustments including one in 2017 for 109,226 credits.
At today’s market prices of ~$200/LCFS credit, today thosecredits would be worth around ~$21 million. These incidents
show that there is a fair amount of money riding on auditingthese LCFS submissions.

By standardizing the datacollection and reporting
process, the standard
enables audit, and regulatory
oversight.

The framework laid out in the standard could be utilized tocreate an immutable and auditable ledger of charging data that
regulators could audit. The standard outlines a process forregistering credits which can then be used in the TCC process.
The standard notes certain data fields which would be requiredor likely desired in a DLT/blockchain based credit generation
application. These same data fields and structures will also
support implementing auditing capabilities for regulators.
Systems created could set permissions for regulators to see allcredit activity in real time, while protecting data privacy of
individual credit claimants.
17. California Air Resources Board, LCFS Enforcement, accessed June 16, 2020,
https://ww3.arb.ca.gov/fuels/lcfs/enforcement/enforcement.htm.

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Tokenized Carbon Credits Use Cases
TCC Use Cases — Medium-Term
Transparency around
potential counter-party
ownership, production anddemand for credits, as well asmechanisms for dispute
resolution, will be needed for
active trading.

Standards for carbon data
encourage the developmentof a liquid market for credits.

In the medium term, DLT/blockchain can be further leveraged tocreate a more real time marketplace for transacting credits.
Credit marketplaces are important to enable transactions
between credit buyers and sellers. Credits can be transacted inmany ways, but for sellers with a smaller number of credits, they
typically must go through an aggregator or broker because of
their limited volumes of credits, which can be costly to thesesellers. The current LCFS credit trading process in California
takes data from a number of siloed databases, and, since 2018,
relies upon a third party to verify and confirm credit
transactions. This requirement for third-party verification wasadded by CARB in 2018 to “ensure data completeness,
18
accuracy, and conformance with the regulation.” Regulators
run the system, and need to be able to see how many credits
each party owns, and have the authority to resolve any disputes
arising within the network. The current system relies on complex
contracts and manual processes that result in smaller players
being excluded from the market; because the barriers to entry
and cost of transactions is high enough to prevent parties with
only a small number of credits from engaging in the exchange.

The standard should also
improve market efficiency,
reduce bid-ask spreads, andminimize middleman friction.

transact with deficit producers is often not feasible. A
blockchain based marketplace could enable larger deficit
producers to purchase multiple small batches of credits while
avoiding exorbitant broker fees ranging from 1 to 5% based onvolume. A tokenized credits marketplace can enable theexchange of credits between surplus and deficit holders, innear real-time without a bottleneck intermediary. Getting thecredits on a DLT/blockchain powered network is the first stepto achieve this.
This framework laid out in the standard supports the creation ofcarbon credit marketplaces by outlining a process for
initializing and then finalizing TCC contracts. This process could
enable users to compensate each other using the tokenizedcarbon credits without the direct need for a broker oraggregator.

Current existing marketplaces are illiquid. A lot of stakeholders
have the desire to participate, but cannot due to low volumes ofcredits and difficulty establishing relationships with a buyer.
One challenge for many small credit producers, is the ability tosell their credits. Choices for small credit producers typically
only include paying aggregators or brokers large fees toexchange their credits. Waiting to accrue enough credits to
18. “LCFS Verification,” California Air Resources Board, accessed June 16, 2020,
https://ww2.arb.ca.gov/lcfs-verification.

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36

Tokenized Carbon Credits Use Cases
TCC Use Cases — Long-Term
A liquid market for mobility
carbon credits can beleveraged and extended toother green energy markets
to enable additional
environmental and social
benefits.

In the long term, the tools used to build out the credit
generation, audit, and marketplace components of carbon
credit and LCFS ecosystems could also be leveraged to expand
to other programs or processes. One example is linking together
the tracking systems for Guarantees of Origin / Renewable
19
Energy Certificates that track the generation of green energy
with the LCFS program, to verify and enable green charging. A
clear standard of inputs and outputs for each system would
make the process of linking this tracking system infrastructure
together significantly less complex. This would include anextension of the infrastructure used to quantify carbon credits.
This same infrastructure could also be used to create
applications for providing incentives to charge with green
energy.
Furthermore, these systems could enable real-time
incentivization of green energy charging and usage throughusers collecting carbon credits as incentives in their wallet.
Incentive / token reward for each km traveled with green
energy. However, these programs would have to be created byregulators or other entities who would ensure the incentives arealigned and the business case for giving the incentives isproperly structured.

19. “Guarantees of Origin (GOs),” ECOHZ, accessed January 5, 2021,
https://www.ecohz.com/renewable-energy-solutions/guarantees-of-origin/.

© 2020-2021 MOBI — EVGI Business White Paper

38

CONCLUSION
For eMobility, the grid, and carbon offset markets, blockchain technology
offers a variety of benefits, both in the reduction of costs and in theenablement of new revenue opportunities, for players on all sides of theecosystem. Though vehicle-to-grid coordination may seem quite different
than peer-to-peer electricity trading, the processes that underlie those
applications are similar. They have the same needs for core network
services - digital identity, permissioning, data exchange, and more. At its
core, blockchain provides a trust layer, which perfectly complements themutual business interests between utilities, charging service providers,property owners, and electric vehicle drivers. Additionally, blockchain
enables these parties to create a shared ledger of data, a single sourceof truth of paramount information to facilitate interactions, a secure andtrusted marketplace where transactions can be facilitated without
intermediaries through efficient and automatic smart contracts.
While each of these use cases would certainly provide value in and ofthemselves, the exciting prospect is what happens when all those
applications can interact and share data with each other. The value of
distributed ledger technologies is directly determined by their network39© 2020-2021 MOBI — EVGI Business White Paper

effects. Such scale can only be reached if all the stakeholders are able tobuild applications that are interoperable from the bottom up. Without
standards and coordination, these DLT applications will struggle to reachproduction. And that delay in their time-to-market comes at an everincreasing cost. The pain points addressed by these applications areultimately symptomatic of legacy systems that are struggling to handle
larger and more complex workloads. Until new systems are put into place,that friction will only continue to get worse.
The trust layer brought by distributed ledger technologies will have anenormous impact on eMobility. But that impact won’t just be felt by theinstitutional players operating the grids, charging stations, etc., but willaffect all the EVGI stakeholders. And those stakeholders are many, at all
scales - OEMs, households, and individual drivers are all stakeholders in
the EVGI ecosystem. As distributed ledger technologies continue tomature, all stakeholders will receive streamlined workflows, reduced costs,
and exciting new capabilities and services. But most importantly, thesetechnologies will be key for our systems to reach the scale demanded by
the “all electric future” we’re approaching.

© 2020-2021 MOBI — EVGI Business White Paper

40

Bibliography
Amamra, Sid-Ali, and James Marco. “Vehicle-to-Grid Aggregator to Support Power Gridand Reduce Electric Vehicle Charging Cost.” IEEE Access, (December 2019): 178528-178538.
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MOBI is a nonprofit industry consortium of many of the world’s largest vehicle manufacturers,
along with many startups, NGOs, transit agencies, insurers, toll road providers, smart city
leaders, and technology companies working to accelerate adoption and promote standards inblockchain, distributed ledgers, and related technologies.
MOBI is creating simple blockchain-based standards to identify vehicles, people, andbusinesses in order to securely exchange and monetize data, and pay for mobility services,with the goal of making transportation more efficient, affordable, greener, safer, and lesscongested. MOBI itself is technology and ledger agnostic. For additional information about or
joining MOBI, please visit our website.

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