STANDARDS GUIDANCE FOR

ELECTRIC TWO- AND THREE-

WHEELERS AND CHARGING
INFRASTRUCTURE IN PAKISTAN
Rabia Khan1,2, Caley Johnson1, and Faisal Khan1
1 National Renewable Energy Laboratory
2 Washington State University

February 2024

A product of the USAID-NREL Partnership

Contract No. IAG-22-22434
 NOTICE

This work was authored, in part, by the National Renewable Energy Laboratory (NREL), operated by
Alliance for Sustainable Energy, LLC, for the U.S. Department of Energy (DOE) under Contract No. DE-
AC36-08GO28308. Funding provided by the United States Agency for International Development (USAID)
under Contract No. IAG-22-22434. The views expressed in this report do not necessarily represent the
views of the DOE or the U.S. Government, or any agency thereof, including USAID.

This report is available at no cost from the National Renewable

Energy Laboratory (NREL) at www.nrel.gov/publications.

U.S. Department of Energy (DOE) reports produced after 1991

and a growing number of pre-1991 documents are available
free via www.OSTI.gov.

Cover photo from Getty Images 1488360385.

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Acknowledgements
The authors would like to thank Imran Ahmed (USAID) and Ian Baring-Gould (NREL) for programmatic
leadership. We also greatly appreciate Dr. Naveed Arshad, Muhammad Hassaan, and Mujahid Abdullah
of the Lahore University of Management Sciences for highlighting the need for this research and for
providing insightful advice and reviews. The authors benefitted greatly from the conversations we had
with Ather Rehman and Irfan Yousaf of Pakistan’s National Electric Power Regulatory Authority.
Finally, we are thankful to Washington State University for enabling Rabia Khan to contribute to this
report during her PhD studies in addition to her time at NREL.

List of Acronyms
AIS Automotive Industry Standard
BIS Bureau of Indian Standards
BMS battery management system
EDLC electric double-layer capacitor
EV electric vehicle
EVCS electric vehicle charging station
E2W electric two-wheeler
E3W electric three-wheeler
GTR Global Technical Regulation
IEC International Electrotechnical Commission
ISO International Organization for Standardization
NTSB National Transportation Safety Board
OCV open-circuit voltage
SAE Society of Automotive Engineers
SDO Standard Development Organization
U.N. United Nations
UNEP United Nations Environment Programme
V2G vehicle-to-grid

iii
Table of Contents
1 Introduction ............................................................................................................................................... 1
2 Purpose of Standards ................................................................................................................................ 2
2.1 Standards Development and Implementation Process ............................................................2
2.2 Standards Organizations for EVs ............................................................................................ 3
3 Two- and Three-Wheeler Classification .................................................................................................. 4
3.1 European Commission Classification System ........................................................................ 4
3.2 E-Rickshaws ........................................................................................................................... 5
3.3 Electric Mopeds and Motorcycles .......................................................................................... 6
3.4 E-Bikes.................................................................................................................................... 6
3.5 Electrical Safety Standards ..................................................................................................... 7
3.5.1 Global Technical Regulation No. 20...................................................................... 9
3.6 Vehicle Performance Measurements ...................................................................................... 9
3.7 Common Vehicle Test Conditions and Environmental Durability Tests..............................10
3.8 Electromagnetic Compatibility ............................................................................................. 11
4 Batteries.................................................................................................................................................... 12
4.1 Certification of Small Batteries ............................................................................................ 13
4.2 Testing Requirements for Shipping Batteries ....................................................................... 13
4.3 Battery Second Use or Repurposing ..................................................................................... 15
5 Charging Equipment ............................................................................................................................... 17
5.1 Electric Vehicle Charging Stations ....................................................................................... 17
5.1.1 Harmonic Pollution ................................................................................................ 20
5.2 Battery Swap Systems........................................................................................................... 21
6 EV Labeling Requirements .................................................................................................................... 24
6.1 EV Labels ............................................................................................................................. 24
6.2 High Voltage Warning Label ................................................................................................ 24
6.3 Battery Recycling Label ....................................................................................................... 25
6.4 Vehicle Identification Number ............................................................................................. 25
6.5 Lithium-Ion Battery .............................................................................................................. 25
7 Emerging Technologies ........................................................................................................................... 27
8 Conclusions .............................................................................................................................................. 28
References ....................................................................................................................................................... 29

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List of Figures
Figure 1. Graphical view of global EV committee structure. .................................................................................. 3
Figure 2. Schematic diagram of an e-rickshaw. .......................................................................................................... 6
Figure 3. Vehicle side of a Mennekes Type 2 connector, as required for AC charging stations by IEC
62196. ................................................................................................................................................................................. 19
Figure 4. Alternating current on the grid and AC electricity that harmonics have distorted .......................... 21
Figure 5. Gogoro battery swap station in Taiwan. ................................................................................................... 22
Figure 6. Malaysian EV standard label....................................................................................................................... 24
Figure 7. ISO 3864 high voltage label ........................................................................................................................ 24
Figure 8. Separate battery collection symbol used in the European Union ........................................................ 25
Figure 9. Warning- Risk of Fire due to high-voltage Li-Ion Battery ................................................................... 26

List of Tables
Table 1. General Vehicle Categories in the European Union .................................................................................. 4
Table 2. Divisions of Category L – Mopeds, Motorcycles, Motor Tricycles, and Quadricycles .................... 5
Table 3. International Standards for E-Bikes .............................................................................................................. 7
Table 4. International Standards for Electrical Safety in E2Ws and E3Ws ......................................................... 8
Table 5. Standards Related to Protection ................................................................................................................... 11
Table 6. International Standards for Electrically Propelled Road Vehicle Batteries........................................ 12
Table 7. Tests for Battery Shipping ............................................................................................................................. 13
Table 8. UN 38.3 Standards for Battery Shipment................................................................................................... 15
Table 9. Existing International Standards for EVCSs ............................................................................................. 17
Table 10. BIS Standards for EVCSs............................................................................................................................ 20
Table 11. International Standards for Harmonic Pollution..................................................................................... 21
Table 12. Standards for Battery Swap Systems ........................................................................................................ 23

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1 Introduction
One-quarter of the energy-related global greenhouse gas emissions are from the transport sector (UNEP
2023), and carbon emissions are rising faster in transportation than any other economic sector (Bakker et
al. 2019). The reason behind the high contribution from transportation vehicles is that they typically rely
on petroleum-based internal combustion engines, producing high greenhouse gas emissions and reducing
local air quality. Pakistan and many other developing countries rely on two- and three-wheelers as a
dominant transportation source (Kokate et al. 2020; IEA 2018). These vehicles disproportionately impact
local air quality because they often do not have onboard emissions control systems (Mulhall et al. 2009).

Electric two-wheelers (E2Ws) and electric three-wheelers (E3Ws) have reached upfront cost parity with
their conventional counterparts in a number of markets (IEA 2022). Furthermore, E2Ws and E3Ws
provide outsized air quality benefits because conventional motorcycles and rickshaws emit more local air
pollutants per kilometer than passenger cars (Adak et al. 2016; Hassani and Hosseini 2016). Therefore,
Pakistan has embraced E2Ws and E3Ws in their National Electric Vehicle Policy (Government of
Pakistan 2019b). Specifically, this policy targets 50% of new two- and three-wheeler sales to be electric
by 2030. In the short term, this policy targets five times as many E2Ws and E3Ws as cars, vans, and
pickups.

In order to meet these goals in a safe, reliable, and efficient manner, Pakistan needs to develop and
implement standards related to E2W and E3W vehicles and charging infrastructure, including battery
swap stations. Without standards, E2Ws and E3Ws can be dangerous, unreliable, incompatible with
charging stations, or diminish the grid’s electricity quality (Goel and Singh 2019; Sasidharan 2020).
Fortunately, there are several global and local efforts to establish standards that Pakistan can learn from or
adopt. This document explains the purpose and process of standards development and introduces the
international standards development organizations involved and relevant classification and testing
systems. It then introduces and lists many standards related to the vehicles, batteries, and charging
equipment so that Pakistan can adopt or reference these standards when developing its own.

1
2 Purpose of Standards
Developing and implementing two- and three-wheeler standards can help a government achieve four key
objectives, as outlined by the United Nations Environment Programme (UNEP) and International Climate
Initiative 2020 (UNEP 2020):

1. Safety: Safety is one of the primary purposes of standards and vehicle-focused transportation
policy. This includes safety for the vehicle drivers, operators, and passengers, as well as
protection for other road users, passersby, and those that share common facilities that could be
harmed through fire, or short circuits.
2. Quality: Standards are developed to set a minimum level of quality for the target equipment.
Quality requirements ensure that the vehicles can operate satisfactorily for a reasonable period of
time, while maintaining nominal temperature. The quality of the electric vehicle charging station
(EVCS) is essential to avoid the injection of significant current and voltage harmonics into the
power grid through poor charger design. Furthermore, standards-based conformity testing
provides consumers with a fair basis for comparing the quality and performance of similar
products.
3. Compatibility: Standards ensure that vehicle components are compatible with one another and
that electric vehicles (EVs) are compatible with EVCSs. The compatibility between equipment
and components maximizes efficiency by reducing redundancies in part supplies and charging
infrastructure. Standards are required for battery swap schemes to ensure that batteries are
compatible with all participating vehicles, swap stations, and chargers.
4. Policy framework: Additionally, standards help provide a framework for policies and
regulations, including vehicle licensing, registration, taxation, insurance, and usage.
2.1 Standards Development and Implementation Process
Standards aim to require a degree of safety and quality, and certification of products is not possible
without following standards. Therefore, it is essential to understand how standards are developed and
adopted to decide if Pakistan wants to establish its own standards, adopt standards from international
standards development organizations, or take input from trustworthy sources from multiple organizations.
Standards adoption is common practice in different organizations. When international standards are
adopted in North America, the draft of the standard is made publicly available through a public review
process. This practice allows stakeholders to share their feedback, which must be considered while
adopting or developing the standards.

Global EV standards are largely developed through a set of standards development committees, as shown
in Figure 1. The two main committees are in the United States and Canada—the Canadian Mirror
Committee and the U.S. Technical Advisory Group (TAG), respectively. The committee members
participate in standards development activities for other countries and put forward those standards with
international organizations. The important committees and subcommittees in the EV space at the
international level are shown in Figure 1, which work on electric road vehicles, plugs, sockets,
components of EVs, batteries, and electrolytes.

2
 Figure 1. Graphical view of global EV committee structure.
Source: Green, Hartman, and Glowacki 2016

Note: Acronyms, going down columns from left to right are a follows: Standards Council of Canada (SCC), Canadian Standards Association (CSA),
International Electrotechnical Commission (IEC), International Organization for Standardization (ISO), Technical Committee 69 (TC69), Subcommittee
23H (SC23H), Subcommittee 21A (SC21A), American National Standards Institute (ANSI), National Electrical Manufacturers Association (NEMA),
Underwriters Laboratories (UL) United States Technical Advisory Group (US TAG).

2.2 Standards Organizations for EVs

Seven organizations are essential in developing, testing, and certifying standards and requirements for
major markets worldwide. Many have overlapping duties for different markets. Standards developed by
these organizations could be referred to or integrated into Pakistan’s market, as further discussed below.

1. International Organization for Standardization (ISO).

2. International Electrotechnical Commission (IEC).
3. SAE International (formerly the Society of Automotive Engineers).
4. Bureau of Indian Standards (BIS).
5. Guobiao (GB).
6. Japanese Automotive Standards Organization (JASO).
7. UL (formerly Underwriters Laboratories).

3
3 Two- and Three-Wheeler Classification
Not all standards are equally applicable to all vehicles. Therefore, standards organizations categorize
vehicles through a combination of three primary attributes:

1. Top speed: Categorizes vehicles by their maximum speed. Safety and performance are more
difficult to achieve at higher speeds, so applying different standards according to the top speed is
logical. The top speed of the vehicles must also be limited, considering the average possible
speed of that vehicle on the roads.
2. Vehicle weight and number of wheels: Categorizes vehicles by maximum vehicle weight and
the number of wheels. Larger vehicles generally require more durable and higher power rated
components to withstand a given drive cycle. Furthermore, vehicle size can also determine what
duty cycle the vehicle is likely to drive.
3. Engine capacity: Categorizes vehicles by vehicle power or engine capacity. This is often stated
in cubic centimeters (cc) of engine displacement for conventional vehicles or in kilowatts (kW)
for EVs. Most organizations use a standard conversion to compare the two types of vehicles (e.g.,
1 kW = 20.1 cc) (UNEP 2020). This conversion should be carefully chosen, as it depends on
numerous assumptions that differ between technologies and will change over time. The kW rating
decision should also involve the maximum instantaneous torque value of the vehicle.
3.1 European Commission Classification System
The European Commission has developed a vehicle classification system that is broadly used. These
categories are based on a combination of the aforementioned attributes and are essential in developing
emissions standards and other vehicle regulations. Category “L” represents motorcycles, tricycles, and
other small vehicles. The different vehicle categories are listed in Table 1, and Table 2 covers the
different types of Category L vehicles. Automotive Industry Standard (AIS) 156 relates to Category L
EVs (Automotive Industry Standards Committee 2020). The document consists of two parts; Part I is
about the needs of a vehicle for its electrical safety, and Part II covers the requirements of a rechargeable
electrical energy storage system or battery for its protection. Standard L13 is a Malaysian standard related
to electrically propelled vehicles, which complies with ISO/TC 22/SC 37 and WP29 (1958 Agreement)
UNR30, R54, and R75.

Table 1. General Vehicle Categories in the European Union (Automotive Industry

Standards Committee 2020)

Category Vehicle Type

Category L Mopeds, motorcycles, motor tricycles, and quadricycles

Category M Motor vehicles having a minimum of four wheels and carriage of passengers
Category N Power-driven vehicles with a minimum of four wheels and carriage of goods
Category O Trailers (including semitrailers)

4
 Table 2. Divisions of Category L – Mopeds, Motorcycles, Motor Tricycles, and Quadricycles
(TransportPolicy.net 2018)

Category Vehicle Description

Mopeds

L1e Two-wheel vehicles with a maximum design speed of 45 kph and characterized by an engine whose
(1) cylinder capacity does not exceed 50 cm³ in the case of the internal combustion engine, or (2)
maximum continuous rated power is 4 kW for an electric motor.
L2e Three-wheel vehicles with a maximum design speed of not more than 45 kph and characterized by an
engine whose (1) cylinder capacity is 50 cm³ of the spark (positive) ignition type, (2) maximum net
power output is 4 kW in the case of other internal combustion engines, or (3) maximum continuous
rated power is 4 kW in the case of an electric motor.

Motorcycles

L3e Two-wheel vehicles without a sidecar fitted with an engine having a cylinder capacity of more than 50
cm3 if of the internal combustion type and/or having a maximum design speed of 45 kph.
L4e Two-wheel vehicles with a sidecar fitted with an engine having a cylinder capacity of more than 50 cm³
if of the internal combustion type and/or having a maximum design speed of 45 kph.

Motor Tricycles

L5e Vehicles with three symmetrically arranged wheels fitted with an engine having a cylinder capacity of
more than 50 cm3 if of the internal combustion type and/or a maximum design speed of 45 kph.

Quadricycles: Motor vehicles with four wheels having the following characteristics

L6e Quadricycles whose unladen mass is not more than 350 kg, not including the mass of the batteries in
the case of EVs whose maximum design speed is not more than 45 kph, and whose:
Engine cylinder capacity does not exceed 50 cm3 for spark (positive) ignition engines.
Maximum net power output is 4 kW for internal combustion engines.
Maximum continuous rated power is 4 kW for electric motors.
Unless specified differently, these vehicles shall fulfill the technical requirements applicable to three-
wheel mopeds of Category L2e.
L7e Quadricycles other than in Category L6e, whose unladen mass is a maximum of 400 kg (550 kg for
vehicles intended for carrying goods), not including the mass of batteries in the case of EVs, and
whose maximum net engine power does not exceed 15 kW. Unless specified differently, these
vehicles shall be motor tricycles and fulfill the technical requirements applicable to motor tricycles of
Category L5e.

As mentioned above, several categories are suitable for electric drivetrains and are already seeing many
EVs globally.

3.2 E-Rickshaws
The electric rickshaw (e-rickshaw) is a motor tricycle commonly used in Pakistan as a for-hire taxi.
Alternative to the auto rickshaw powered by combustion, e-rickshaws have gained popularity in rural and
urban areas of most Asian countries (Nambisan, Bansal, and Khanra 2020). These e-rickshaws are
cheaper, more sustainable, and a more ecological mode of transportation than their alternative gasoline

5
counterparts. The emissions benefits of e-rickshaws are desirable because they typically replace gasoline
three-wheelers with no onboard emissions controls, drive many hours a day, and circulate in areas with
high population density (Nambisan, Bansal, and Khanra 2020). The energy storage system is the main
attribute enabling an e-rickshaw’s technical, economic, and environmental benefits throughout its
lifetime.

A schematic diagram of the e-rickshaw is shown in Figure 2. The main components are grouped into the
battery charging system and the drive system.

Figure 2. Schematic diagram of an e-rickshaw.

Derived from Sahu and Nayak 2021

3.3 Electric Mopeds and Motorcycles

Electric mopeds and motorcycles are gaining popularity because they have lower life cycle costs and are
now similar in upfront cost to their gasoline counterparts in many markets (IEA 2022). They are easier to
maintain and replace engines that do not have onboard emissions control systems. ISO/TR 13062:2015
lists terms and definitions related to electrically propelled mopeds and motorcycles (ISO 2015a). The
details in ISO/TR 13062:2015 are associated with ISO/TC 22/SC 38 standards, which are specific to
propulsion systems of electrically propelled mopeds and motorcycles. Malaysia provides an excellent
example of how they created standards that apply specifically to their growing EV fleet, with
specifications that can be borrowed. MS 2413-1:2011 specifies the general attributes of electric bicycles
with speeds >50 kph for on-road use (ISO 2012a). MS 2688 details the specifications for electric mopeds
with speeds 25–50 kph (Department of Standards Malaysia 2018).

3.4 E-Bikes
Electric bicycles (e-bikes) are revolutionizing the transport sector in several African and Asian countries
with a strong potential to provide a clean environment with economic opportunities for poor communities
(Pittaway 2021). E-bikes use electric motors to assist human propulsion. They are generally lighter and
less powerful than electric motorcycles.

Speed, range, and battery capacity determine a vehicle’s performance. Relevant standards for e-bike
performance are given in Table 3 (Intertek 2023b). This section first provides a list of international
standards for e-bikes, and then applicable electrical safety standards for E2Ws and E3Ws. At the end of
this section, some vehicle performance measurements and environmental durability tests are highlighted.

6
 Table 3. International Standards for E-Bikes (Intertek 2023b)

No. International Particulars and Status

Standard
1 EN 60086-4 Safety of lithium batteries
2 EN 62133 Safety requirements for portable sealed secondary cells
3 EN 61960 Secondary lithium cells and batteries for portable applications
4 EN IEC 62485-5 Secondary lithium cells and batteries for portable applications
5 ISO 13064-1:2012 Battery-electric mopeds and motorcycles — Performance — Part 1: Reference
energy consumption and range. These apply to e-bikes.
6 ISO 13064-2:2012 Battery-electric mopeds and motorcycles — Performance — Part 2: Road
operating characteristics
7 ANSI/ CAN/ UL 2849 The standard UL 2849 focuses on pedal-assist and non-pedal-assist e-bike
(2022) electrical systems and battery chargers to address specific issues related to
those products, including mechanical, electrical, and functional safety.
8 EN 15194:2017 Cycles – Electrically power-assisted cycles – EPAC Bicycles
9 MS 2514:2015 Electric bicycles with speed <25 mph (electric pedal-assisted bicycles)
(Department of Standards Malaysia 2015)
10 UN R136 Specific requirement for the electric power train for Category L EVs (U.N.
2016)
11 ISO 13064-1:2012 Battery-electric mopeds and motorcycles — Performance — Part 1: Reference
energy consumption and range (ISO 2012a)
12 ISO 13064-2:2012 Battery-electric mopeds and motorcycles — Performance — Part 2: Road
operating characteristics (ISO 2012b)
13 ISO 23280:2022 Electrically propelled mopeds and motorcycles — Test method for evaluating
energy performance using a motor dynamometer (ISO 2022d)
14 IS 14664: 2010 Automotive Vehicles-Performance requirements and testing procedure for the
braking system of two- and three-wheeled motor vehicles
15 IS 15886: 2010 Road vehicles battery-operated vehicles – code of practice
16 MS 2413-1:2011 General specification of electric motorcycles for on-the-road use
17 MS 2688 Specifications of electric mopeds
18 ISO 4210-10 Safety requirements for bicycles-Part 10: Safety requirements for electrically
power assisted cycles
19 UL 2489 E-bikes and pedal-assisted electric cycles
20 UL 2850 Investigation of Electric Scooters and Motorcycles

While EVs are safer than combustion engines in many regards, their electric powertrains and associated
components may pose additional risks that need to be accounted for. Therefore, standards need to be set,
and related tests need to be prescribed to ensure that the electrical risks of EVs are minimized or
mitigated. Commonalities can be identified between them, suggesting some best pathways to developing
or adopting appropriate standards.

3.5 Electrical Safety Standards

The organizations mentioned in Section 2 have developed several standards relevant to E2Ws and E3Ws.
These standards and related tests are listed below. Some are specified to be used for certain parts of the

7
world by UN R136 (Cho 2016). It should be noted that most tests treat vehicles differently based on their
voltage, with 60V DC and 30V AC being the cutoff between high- and low-voltage systems. These
standards are shown in Table 4.

Table 4. International Standards for Electrical Safety in E2Ws and E3Ws

No. International Standard Details and Status

1 UN R136 Standard Regulation - Uniform provisions concerning the approval of vehicles of Category L
1 (U.N. 2016; JASIC 2016) about specific requirements for the electric powertrain. Part I:
Requirements of a vehicle regarding its electrical safety.
2 UN R136 Standard Regulation - Uniform provisions concerning the approval of vehicles of Category L
2 regarding specific requirements for the electric powertrain. Part II:
Requirements of a REESS regarding its safety
3 UN 38.3 (Intertek 2023b) Transportation Testing for Lithium Batteries and Cells. This standard
applies to batteries transported independently or installed in a device
(UN codes 3090/3091 for lithium, 3480/3481 for Li-ion).
4 ISO 13063:2012 (ISO 2012) Electrically propelled mopeds and motorcycles — Safety specifications
5 ISO 13063-1:2022 (ISO 2022a) Electrically propelled mopeds and motorcycles — Safety specifications
— Part 1: On-board rechargeable energy storage system (RESS)
6 ISO 13063-2:2022 (ISO 2022b) Electrically propelled mopeds and motorcycles — Safety specifications
— Part 2: Vehicle operational safety.
7 ISO 13063-3:2022 (ISO 2022c) Electrically propelled mopeds and motorcycles — Safety specifications
— Part 3: Electrical safety.
8 JIS C8714 (JSA 2017) Defines safety standards for portable cells and batteries. It is specific to
two different chemistry systems: Li-ion and nickel.
9 IEC 62281 (IEC 2019) This standard specifies test methods and requirements for primary and
secondary (rechargeable) lithium cells and batteries to ensure their
safety during transport other than for recycling or disposal.
10 IEC 62133-2 (IEC 2017b) and Secondary cells and batteries containing alkaline or other non-acid
UL 62133-2 (UL 2020) electrolytes – Safety requirements for portable sealed secondary cells
and batteries made from them for use in portable applications – Part 2:
Lithium systems
11 BATSO 01 (BATSO 2008) Manual for Evaluating Energy Systems for Light Electric Vehicle (LEV)
Secondary Lithium Batteries. Specifies test methods for secondary
lithium batteries for safe use in light EVs. Transport safety tests are also
specified.
12 ISO 18246 (ISO 2015b) Electrically propelled mopeds and motorcycles — Safety requirements
for conductive connection to an external electric power supply.
13 ISO/TS 4210-10 (ISO 2020a) Cycles — Safety requirements for bicycles — Part 10: Safety
requirements for electrically power-assisted cycles (EPACs)
14 ISO/DIS 5474-1 (ISO 2023d) Electrically propelled road vehicles — Functional requirements and
safety requirements for power transfer — Part 1: General requirements
for conductive power transfer.
15 ISO 19363:2020 (ISO 2020c) Electrically propelled road vehicles — Magnetic field wireless power
transfer — Safety and interoperability requirements.

8
3.5.1 Global Technical Regulation No. 20
The United Nations (U.N.) World Forum for Harmonization of Vehicle Regulations established Global
Technical Regulation (GTR) No. 20 for EV safety (UNECE 2021). This regulation’s purpose is to
develop safety requirements for high-voltage equipment and components. The safety requirements
include (1) rechargeable electrical energy storage system safety (vibration, thermal shock and cycling,
water leakages, and fire resistance); (2) battery management system functionality (protection
requirements from external short circuit, overcharge, overdischarge, high temperature, low temperature,
and overcurrent); (3) management of gases emitted from the battery; (4) single-cell thermal runaway and
propagation; and (5) post-crash (electric shock prevention, battery retention, electrolyte spillage, battery
integrity, and fire safety requirements). GTR No. 21 is related to the determination of electrified vehicle
power, and GTR No. 22 is about in-vehicle battery durability for electrified vehicles (UNECE 2022).

3.6 Vehicle Performance Measurements

Vehicle performance must meet a set of minimum requirements to be certified by relevant authorities.
UNEP 2020 recommends the tests listed below, which we have supplemented with some applicable
testing standards from other sources:

1. Top speed: Vehicles cannot meet customer expectations or travel on certain roadways safely
unless they can achieve certain speeds, particularly on inclined surfaces, depending on the vehicle
category.
2. Braking distance: Braking distance is essential to vehicle safety, as shorter braking distances
will enable drivers to avoid collisions. Brakes should be tested in both dry and wet conditions. An
example standard for braking distance is Malaysian Standard 2688 (Department of Standards
Malaysia 2018).
3. Range: The initial maximum achievable range needs to be verified. UNEP 2020 recommends
that this be done by driving at a constant speed, but it can also be done by testing over a standard
drive cycle, as is commonly done for larger EVs. A suitable test procedure to test the energy
consumption and range for electric cars and light commercial vehicles, including three-wheelers,
is given in ISO/DIS 8714 (ISO 2023a).
4. Battery life and health: The number of battery cycles that the battery can endure before its
capacity drops below 20% of maximum capacity or minimum rated state of charge (Hamzah et al.
2021). UNEP 2020 recommends that the battery must be able to endure more than 300 charge–
discharge cycles. Still, there are numerous reasons (such as consumer satisfaction or waste
reduction) why Pakistan might want to require a more significant number of cycles.

9
3.7 Common Vehicle Test Conditions and Environmental Durability
Tests
All vehicles within a category must be tested under standard conditions, which must be set to represent a
likely scenario for a typical vehicle trip. This typical trip depends on location, so tests from countries with
environmental and traffic conditions similar to Pakistan (perhaps India) will be more helpful. Some
vehicle test conditions according to policy guidelines set by UNEP 2020 for Southeast Asian countries are
as follows:

Wind Less than 3 kph in any direction.

Road surface Smooth and flat with less than 0.5% gradient.
Temperature Between 25°C and 35°C.
Rider weight 75 kg ± 5 kg (use ballast weight if necessary).
Rider posture Upright riding position (i.e., not tucking in).
Speed measurement Device should be calibrated and accurate to within 0.5 kph.
Rain/fog Testing is not permitted on a wet surface or during rain or heavy fog.
Tire pressure Within 5% of stated maximum pressure, or 2 bar (if not stated).
Battery state of charge As close to full charge as possible, nominally 90%–100%.

In addition to the standard vehicle test conditions, extreme conditions and durability should be accounted
for in standards tests. Below are a few of the tests recommended by UNEP 2020:

1. Tropical rain test: EVs must withstand a certain amount of rain that could realistically fall in the
region. The test needs to specify how much rainwater is dropped over a given duration of time.
2. Flood fording: The test needs to specify the depth of water and the distance (or length of time)
the vehicle needs to travel at a given depth. It must then pass operational tests after the fording
event.
3. Mechanical shock and vibration: Shock tests try to simulate the impact of being dropped or hit
by another vehicle at a given speed. Vibration tests need to specify the strength and duration of
the vibration.
The protection of EV users (passengers, drivers, and technician) is the most important aspect considered
while developing the standard. The protection can be through insulation resistance to avoid direct and
indirect contact.

10
 Table 5. Standards Related to Protection

No. Hazards Standard

1 Electrical shock ISO 6469-3:2021 details the safety requirements against electrical shock and thermal
incidents.
2 Insulation The electrical components should have insulation around them with a specific
resistance resistance to avoid electric shock. These are outlined in ISO 6469-1:2009 and ISO
17409:2015
3 Direct contact Protection against direct contact is essential to avoid any hazards caused by live parts
inside passenger or luggage compartments. The shock can be from live connectors or
moving electric parts inside the cabin. There should be proper marking with labels, high
insulation, and safety protocols to avoid direct shocks from electrical components. UN
R136 included details related to protection against direct contact (U.N. 2016).
4 Indirect contact Indirect contact can cause electric shock, which can be evaded by grounding. It is
mentioned in UN R136 that the exposed conductive parts should be insulated or
grounded to prevent this danger. The requirements for charging batteries, earth ground,
and withstand voltage are also given in UN R136.
5 Overload Overload protection is required to avoid the flow of high currents toward the motor. The
details of the overload protection are given in ISO 17409:2020 (ISO 2020b).
6 Moving There should not be any moving parts inside the vehicle’s driver, passenger, and
mechanical parts luggage compartment. Proper protection regulations should be followed.
7 Overcharging The protection against overcharging is vital to avoid fire, explosion, and rupture. This
test is done with the battery installed in the EV. The details of this test are given in UN
R136. ISO15118 provides the standards for bi-directional digital communications
between electric vehicles and the charging station.
8 Overdischarging The protection against battery overdischarging is helpful to help prevent damage due to
overdischarging. The discharge should be performed at a rate of 1/3 C. UN R136
includes details related to overdischarge protection. This test is done with the battery
installed in the EV.

3.8 Electromagnetic Compatibility

E2Ws and E3Ws can, in some instances, interfere with existing electronic communication devices.
Likewise, electromagnetic radiation generated from switching devices can sometimes interfere with
vehicle operations and performance. To avoid these two scenarios, EVs must adhere to specific standards
and pass related tests.

1. Band limits: In order to avoid having the E2W or E3W send unintended communications to
other devices, limits must be set on the microvolts that can be broadcast within any given
frequency range. These voltages are standardized by CISPR 12, SAE J 551-2, and others. CISPR
12 has posted a related test.
2. Vehicle immunity: EVs also need to be immune to radio waves so they do not interfere with
operations. ISO 11451-2 tests vehicles’ response to radio waves with their keys on and motors
running. Another set of standards applies to vehicles in charging mode and coupled to the power
grid. They must be immune to electric surges and electrostatic discharges. MS IEC 61000-4 and
ISO 11451-2 are two such standards with related test specifications.

11
4 Batteries
EVs are propelled by energy stored in rechargeable traction batteries. These batteries are composed of
multiple individual cells forming a module. The modules are connected in series to form the battery pack.
Batteries must be standardized at both the cell level and the entire battery pack. Battery cell testing occurs
in the initial phase of the battery’s design and manufacturing process. The chemical functionality and
performance of battery cells are tested and verified before they are stacked to form modules and batteries,
whereas the battery pack testing focuses on the system’s overall engineering (Element 2023).

Furthermore, the performance and durability of the battery packs need to be tested. Standards for both the
cell and the whole battery pack have been introduced internationally for electrically propelled road
vehicles, as listed in Table 6. As explained in the table, their applicability depends on the energy capacity
and the size of vehicles. These standards are supplemented by one from India, AIS-048, that could be
particularly applicable to the developing EV market in Pakistan.

Table 6. International Standards for Electrically Propelled Road Vehicle Batteries

No. International Standard Details and Status

1 ANSI/CAN/UL/ULC 2271 (UL Batteries for Use in Light Electric Vehicle (LEV) Applications
2018)
2 ISO/IEC PAS 16898 (2012) Electrically propelled road vehicles — Dimensions and designation of
secondary lithium-ion cells. Does not apply to cells specifically used
for mopeds, motorcycles, and vehicles not primarily defined as road
vehicles (i.e., material handling trucks or forklifts).
3 IEC 62660-1 (2018) Secondary lithium-ion cells for the propulsion of electric road vehicles
– Part 1: Performance testing. It specifies performance and life
testing of secondary lithium-ion cells used for propulsion of EVs,
including battery-electric vehicles and hybrid electric vehicles.
4 IEC 62660-2 (2018) Secondary lithium-ion cells for the propulsion of electric road vehicles
– Part 2: Reliability and abuse testing. It specifies reliability and
abuse testing of secondary lithium-ion cells used for propulsion of
EVs, including battery-electric vehicles and hybrid electric vehicles.
5 IEC 62660-3 (2022) Secondary lithium-ion cells for the propulsion of electric road vehicles
– Part 3: Safety requirements. It specifies test procedures and
acceptance criteria for safety performance of secondary lithium-ion
cells used for propulsion of EVs, including battery-electric vehicles
and hybrid electric vehicles.
6 ISO 12405-1(2011) Electrically propelled road vehicles — Test specification for lithium-
ion traction battery packs and systems — Part 1: High-power
applications. It specifies standard test procedures for basic
characteristics of performance, reliability, and abuse of lithium-ion
battery packs and systems.
7 ISO 12405-2(2012) Electrically propelled road vehicles — Test specification for lithium-
ion traction battery packs and systems — Part 2: High-energy
applications.
8 ISO 12405-4:2018 (ISO 2018) Electrically propelled road vehicles —Test specification for lithium-ion
traction battery packs and systems — Part 4: Performance testing.
9 ISO 18243 (2017) Electrically propelled mopeds and motorcycles — Test specifications
and safety requirements for lithium-ion battery systems.
10 EN 50604-1:2016 (iTeh 2021) Secondary lithium batteries for light EV (electric vehicle) applications
– Part 1: General safety requirements and test methods

12
 11 ISO/AWI 18006-1 (ISO 2023b) Electrically propelled road vehicles — Battery information — Part 1:
Labelling and QR/bar code for specification, safety, and
sustainability.
12 ISO/AWI 18006-2 (ISO 2023c) Electrically propelled road vehicles — Battery information — Part 2:
End of life
13 ISO/TR 8713:2019 (ISO 2019) Electrically propelled road vehicles — Vocabulary
14 AIS-048 (InterRegs 2009) Battery-operated vehicles - Safety requirements for traction batteries
15 IEC 62619 Safety requirements for secondary lithium cells and batteries
16 IEC 63933-1 Electrical energy storage (EES) systems - Part 1: Vocabulary

In addition to the standards listed in Table 6, the safety requirements of the rechargeable energy storage
system used in EVs equipped with batteries are given in UNECE Regulation No. 100 (TÜV SÜD 2019).

4.1 Certification of Small Batteries

Batteries need to be tested and certified because it is critical to determine their quality and performance
under particular environmental stresses, as well as confirm they meet mandated government safety
requirements (Marsh 2021). Batteries that can readily be charged inside an apartment or enclosed space
pose a particular fire risk (Barron 2022), including removable batteries for E2Ws and electric microtransit
vehicles such as scooters and e-bikes. These batteries should be required to carry a certification label from
UL, Intertek, or CSA Group. All three of these laboratories have small-battery certification programs (UL
2023a; Intertek 2023a; CSA Group 2023). IEC 60086-1 is an international standard for primary batteries
that specifies the requirements for primary cells and batteries (e.g., dimensions, safety, performance,
configurations) (IEC 2021b). According to AIS-156 (2020) and AIS-038 Revision 2, batteries must also
be tested and certified.

4.2 Testing Requirements for Shipping Batteries

Lithium batteries can cause a potential fire hazard even when not in use. Therefore, they are considered
Class 9 dangerous goods when shipped. This creates a potential barrier to entry into the EV market. The
U.N. published a manual of tests and criteria for hazardous goods and chemicals presenting physical
hazards (UNECE 2023). The manual consists of five parts; one is associated with shipping lithium-ion
batteries. In addition to the standards listed in Table 6, it is necessary to test the batteries and cells before
transporting them. According to the U.N.’s Manual of Tests and Criteria (U.N. 2021), the tests outlined
in Table 7 must be performed before shipping. The “pass criteria” must be accomplished to ensure their
safety before the batteries/cells are transported.

Table 7. Tests for Battery Shipping (Inventus Power 2017)

Test Name Description (Purpose and Pass Criteria Subjected to the

Procedure) Test

T1: Altitude Air transport is simulated under No leakage of Cells and

simulation low-pressure conditions. The test electrolytes, no venting, batteries
cell/batteries are stored at 11.6 no rupture, no fire.
kPa or less pressure for at least 6 Open-circuit voltage
hours. The temperature should be (OCV) is not less than
ambient (20°C ± 5°C) 90% before testing.
T2: Thermal test Rapid and extreme temperature No leakage, no venting, Cells and
changes are simulated to assess no rupture, no fire. OCV batteries

13
 the integrity of the cell and is not less than 90%
battery’s seal and internal electrical before testing.
connections. Test cells and
batteries are stored at least 6
hours at the test temperature (72°C
± 2°C). Next, they are stored for at
least 6 hours at −40°C ± 2°C. The
time interval is 30 minutes between
the two test temperatures, and the
whole test is repeated for 10
cycles. Finally, the test cells and
batteries are stored at (20°C ± 5°C)
for 24 hours.
T3: Vibration test Vibration is simulated before the No leakage, no venting, Cells and
transport of batteries and cells. The no rupture, no fire. OCV batteries
cells and batteries are placed on is not less than 90%
the vibration machine to transmit before testing.
the vibrations. These vibrations are
sinusoidal with a logarithmic sweep
between 7 and 200 Hz. The whole
cycle is repeated 12 times for a
total of 3 hours.
T4: Shock test The strength of the cells and No leakage, no venting, Cells and
batteries is determined against no rupture, no fire. OCV batteries
accumulative shocks. Each cell is is not less than 90%
tested against the half-sine shock before testing.
of peak acceleration of 150 G and
pulse duration of 6 ms. However,
the larger sized cells face the same
shock with peak acceleration of 50
G with pulse duration of 11 ms.
T5: External short The external short circuit is External case Cells and
circuit test simulated and experienced during temperature shall not batteries
transport. The cells/batteries are be above 170°C. No
heated until they reach fire, rupture, or
temperature of (57°C ± 4°C). The disassembly within 6
time period depends on the size hours after the test.
and design of the battery.
T6: Impact/ crush The mechanical abuse from an External case Only cells
test impact or crush is simulated that temperature shall not (cylindrical cells
may cause an internal short circuit. be above 170°C. No ≥18-mm
A mass of 9.1 kg ± 0.1 kg is fire and no disassembly diameter)
dropped onto the cell from a height within 6 hours after the
of 61 cm ± 2.5 cm. test.
T7: Crush test The test is performed by subjecting External case Only cells
the cell to one crush. Crush the cell temperature shall not (prismatic,
at 1.5 cm/s until force reaches 13 be above 170°C. No pouch,
kN ± 0.78 kN, voltage drops by 100 fire and no disassembly coin/button, and
mV, or the cell deforms more than within 6 hours after the cylindrical cells
50% of its original thickness. test. <18-mm
diameter)

14
 T8: Overcharge This test determines the No fire, no disassembly Only batteries
battery/cell’s ability to tolerate an within 7 days after the
overcharge condition. Overcharge test.
the battery pack at two times the
maximum charge voltage. The test
duration is maximum 24 hours.
T9: Forced The cell’s ability to tolerate the No fire, no disassembly Only cells
discharge forced discharge condition is within 7 days after the
tested. The cell is subjected to test.
forced discharge by connecting it
to a 12V power supply. The current
is limited to the manufacturer’s
specified maximum discharge
current.
T10: Penetration The cell or module should be No melting of Cells and module
test penetrated using a mild steel rod, components, fire, or
which must be insulated from the explosion.
test fixture. The penetration rate
will be 8 cm/s nominal. The test
should be conducted in an indoor
facility for safety purposes.

UN 38.3 specifies transportation testing for lithium batteries and cells. This standard has been adopted
globally by regulators and competent authorities and is necessary for batteries to be safely shipped. The
three major EV markets (European Union, United States, and China) have adopted this standard. The
standard is further classified into four types depending on the kind of battery and their transportation, as
shown in Table 8.

Table 8. UN 38.3 Standards for Battery Shipment

No. Standard Battery Type Application

1 UN 3090 Lithium batteries Applies to lithium metal cells and batteries, non-rechargeable, shipped
alone. They include power banks, power packs, and batteries shipped
separately from the device.
2 UN 3091 Lithium batteries Applies to lithium metal batteries installed within the devices, packed in
within a device the same package as the device, with up to two spare batteries shipped
in the same box.
3 UN 3480 Lithium-ion Applies to lithium-ion cells and batteries, rechargeable, shipped alone,
batteries power banks, power packs, and batteries shipped separately from the
device.
4 UN 3481 Lithium-ion Applies to lithium-ion batteries installed within the devices, packed in the
batteries within a same package as the device, and up to two spare batteries shipped in
device the same box.

4.3 Battery Second Use or Repurposing

Battery end-of-life issues are a potential hurdle to developing an electric transportation sector.
Conversely, battery second-use markets can improve the total cost of ownership for EVs. IEC and UL are
developing standards to ensure that used batteries are a benefit instead of a burden. IEC 63338 is general
guidance on reusing and repurposing secondary cells and batteries and is under development (IEC
2023b). UL 1974 outlines a method to evaluate batteries for repurposing (UL 2023b). The scope of this

15
standard is to measure the condition, safety, and energy capacity of each individual battery pack before it
can be integrated into a stationary energy storage system. IEC 63330, under development, will require the
reuse of secondary batteries (IEC 2023a).

16
5 Charging Equipment
In addition to vehicles and their components, it is essential to standardize EV charging equipment and
battery swap systems.

This impacts many manufacturers’ safety, durability, and interoperability between vehicles and charging
equipment. It also ensures that charging equipment does not damage the grid or vehicles.

5.1 Electric Vehicle Charging Stations

EVCSs need standards to charge vehicles safely, efficiently, and in a way that does not harm the grid or
vehicle. These EVCS standards do not differentiate between E2Ws, E3Ws, and electric four-wheelers;
however, they categorize power levels that can be more compatible with E2Ws/E3Ws or larger vehicles
with larger batteries. In 2021, the Pakistani government decided to follow the IEC standards for EVCSs
(National Electric Power Regulatory Authority 2021). These was chosen over the SAE standards, which
are largely used in countries with 60Hz electricity in North America and South Korea. The IEC standards
for charging stations, as reported by Kumar (2019), are given in Table 9.

Table 9. Existing International Standards for EVCSs

No Existing International Standards Application of Use

1.1 IEC 61851 series (IEC 61851-1, IEC 61851-21-1, IEC 61851-21-2, IEC For all types of AC/ DC charging
61851-23, IEC 61851-24) stations
IEC 62955
Bharat Charger AC001 and DC001
1.2 IEC 61851-3 series (IEC 61851-3-1, IEC 61851-3-2, IEC 61851-3-3, Light EVs like an e-bike, e-kick
IEC 61851-3-4, IEC 61851-3-5, IEC 61851-3-6, and IEC 61851-3-7) scooters, and mopeds—general
requirements include battery
swap, communication, voltage
converter, and battery system
2.1 IEC 62196 series (IEC 62196-1, IEC 62196-2, IEC 62196-3, IEC Charging inlets, sockets, and EV
62196-3-1 IEC 60309-1, -2, and IEC TS 62196-4) plugs (CGs)—dimensional
compatibility and
interchangeability
2.2 IEC 62752 In-cable control and protection
device for Mode 2 charging
3 IEC 62893-1 Cables, including liquid-cooled
IEC 62893-2 cables
IEC 62893-4-1
IEC 62893-4-2
4 IEC 61439-7 Low-voltage switchgear and
IEC 60364-7-717 control gear assemblies of
EVCSs
5 IEC 61540 Functional safety and protection
IEC 62752 requirements, personnel
IEC 61008 protection circuits requirements,
IEC 61508 and power quality standards
ISO 17409
IEC 61140
IEC 61009
IEEE 519-2014

17
 6 IEC 61980 series (IEC 61980-1, IEC 61980-2, and IEC 61980-3) Wireless charging system
ISO PAS 19363 (general, communication, and
magnetic power transfer)
7 IEC 62840 series (IEC TS 62840-1 and IEC 62840-2) Battery swapping process
(general and safety
requirements)
8 IEC 61851-21-1 Electromagnetic compatibility-
IEC 61851-21-2 related evaluations (harmonics,
IEC 61000-6 series (IEC 61000-6-1, IEC 61000-6-2, IEC 61000-6-3, emissions, and immunity tests)
and IEC 61000-6-4)
IEC 61000-3-12
AIS 138-1
AIS 138-2
9 IEC 61851-24, CHAdeMO, DIN 70121, DIN 70122 Digital communication for AC/DC
ISO 15118 series (ISO 15118-1, ISO 15118-2, ISO 15118-3, ISO EVCSs and EVs (includes
15118-4, ISO 15118-5, ISO 15118-6, ISO 15118-7, and ISO 15118-8) vehicle-to-grid [V2G])
10 Open Charge Point Protocol (OCPP version 2.0.1) Communication between EVCS
IEC 6274610-1 (OpenADR 2.0) and utility. Used in peak load
IEC 63110-1 ed.1 management in utilities
11 IEEE 2030.5 (Smart Energy Profile-SEP) Communication standard
between intelligent grid and
customers
12 IEC 61851-25:2020 EV conductive charging system-
Part 25: DC EV supply
equipment where protection
relies on electrical separation

Charging E2Ws and E3Ws is much more convenient than charging larger EVs for two reasons. First,
regular AC power outlets can charge light EVs in a reasonable amount of time. Second, many vehicles
have batteries that can easily be removed and charged at any charging station or the owner’s house.
UNEP defines the compatibility requirements for the battery chargers in Pakistan as 56–60 Hz and 220–
240 VAC. However, the current should draw less than 10 A (UNEP 2020). Specific water ingress
protection should be used for charging the EVs outdoors.

EVCSs in Pakistan must have connectors that comply with IEC 62196 (National Electric Power
Regulatory Authority 2021). This standard covers the requirements of plugs, connectors, vehicle inlets,
interchangeability requirements, and more. This was chosen over the SAE J1772 standard, which is
consistent with other countries with 50Hz electricity. Figure 2 shows the AC connectors required by IEC
62196. These are used on Mode 1, 2, and 3 chargers—the only modes suitable for two- and three-
wheelers.

18
 Figure 3. Vehicle side of a Mennekes Type 2 connector, as required for AC charging stations by
IEC 62196.
Source: Prateek Joshi, NREL

Note: When the cover is removed from underneath the Mennekes port, it becomes compatible with a CCS2 DC connector.

In addition to IEC 62196, it is worth noting the standards that BIS has developed because of the
similarities India and Pakistan have regarding vehicle population, vehicle availability, economy, and
geography. Furthermore, India has made good progress on researching and adopting or setting standards
for EVCSs in a market with many E2Ws and E3Ws. It is valuable to track what standards India has
developed or is implementing. BIS standards for EVCSs are given in Table 10 (Kumar 2019; Kumar,
Kumar, and V.S 2022).

19
 Table 10. BIS Standards for EVCSs

No. Standard From BIS Particulars and Status

1 IS 17017-Part 1:2018 Electric Vehicle Conductive Charging System
Bharat Charger AC-001 Part 1—General Requirements for both AC and DC charging stations
2 IS 17017: Part 21: Sec 1:2019 Electromagnetic compatibility requirements for an onboard charger or
IEC 61851-21-1:2017 AC EVCS
AIS 138 (Part 1)
3 IS 17017: Part 21: Sec 2:2019 Electromagnetic compatibility requirements for off-board or DC EVCS
IEC 61851-21-2:2018
AIS 138 (Part 2)
4 IS 17017-Part 23 a Especially for DC EVSE (will be adapted from IEC 61851-23) a
Bharat Charger DC-001
5 IS 17017-Part 24 a Requirements for Control Communication between DC EVSE and EV
(will be adapted from IEC 61851-24) a
6 IS 17017-Part 2: Sec 1 a The standard for the plugs, socket outlets, vehicle couplers, and vehicle
inlets. This standard is not yet published and is adapted from IEC 62196-
1a
7 IS 17017-Part 2: Sec 2:2020 The standard for the plugs, socket outlets, vehicle couplers, and vehicle
inlets. This standard is published and is adapted from IEC 62196-2 but is
specific to Indian requirements.
8 IS 17017-Part 2: Sec 3 The standard for the plugs, socket outlets, vehicle couplers, and vehicle
inlets. This standard is adapted from IEC 62196-3
9 IS/ISO 15118 Series Details on-road vehicles—vehicle-to-grid communication interface
between EV and EVCS. Eight standards under this series are directly
adopted from the ISO 15118 series from Part 1 to 8. Except for Parts 6
and 7, all standards have been published
10 IS 17017 (Part 3) a series This standard is exclusively for light EVs, consisting of seven sections.
The standard will be adopted from IEC 61851-3 series a
11 CEA Regulations, 2019 Voltage change, frequency variations, power factor, harmonics
(Measures relating to Safety measurements, flicker, DC injection, V2G process, and the safety of
and Electric Supply) and EVCSs. IS 17017 (Part 5) will be prepared by BIS soon regarding grid
(Technical Standards for connectivity and EVCSs.
Connectivity to the Grid)
12 IS 14700-6-2 Electromagnetic compatibility testing for emissions, immunity, and
IS 14700–6-3 harmonic measurements
IS 14700-3-12
a This standard is pre-publication.

5.1.1 Harmonic Pollution

EV battery chargers can reduce the quality of grid electricity through harmonic pollution if proper
precautions are not taken (Sasidharan 2020). The EVCS should be equipped with protective equipment to
minimize harmonics. While installing an EVCS, the location should be selected away from the
transformers because transformers are both the source of harmonics and bear the impact of harmonics
caused by EVs (Xu et al. 2014). IEC 61000-3-12/2-4 is an international standard which discusses the
impacts that harmonic distortion can have on distribution assets, particularly transformers, power cables,
capacitors, metering, relaying and switch gear. Both propose limits for voltage and current distortions and
limits for individual frequencies.

20
Figure 3 shows how harmonic pollution distorts the line voltage, which can cause malfunctions or even
damage the electrical equipment. The standards in Table 11 were developed to limit harmonic pollution.

Figure 4. Alternating current on the grid and AC electricity that harmonics have distorted
Source: Rabia Khan, Washington State University

Table 11. International Standards for Harmonic Pollution

No. International Standard Particulars and Status

1 IEC 61851-1:2017 (IEC 2017a) Electric vehicle conductive charging system – Part 1:
General requirements address harmonic pollution
2 IEC 61000 Testing Include testing for harmonic distortions
EN 61000 Testing (Keystone Compliance 2023)
3 IEEE 519-2014 (IEEE 2014) IEEE Recommended Practice and Requirements for
Harmonic Control in Electric Power Systems
4 IEC 61851-25:2020 (IEC 2020) Electric vehicle conductive charging system – Part 25:
DC EV supply equipment where protection relies on
electrical separation

5.2 Battery Swap Systems

Battery swapping technologies allow EV drivers to obtain a fully charged battery in a fraction of the time
it would take to plug in and charge their vehicle. In addition, it takes up less space because vehicles do not
need space to park while charging, and it allows for greater charge management because the batteries can
have longer to charge. However, the main hurdle has been cost because it requires spare batteries and, at
least for electric four-wheelers, requires expensive robotics to lift heavy batteries. The technology is
growing fastest in the E2W and E3W markets because these smaller vehicles require smaller (less
expensive) batteries that can be removed by hand, therefore obviating the need for these expensive
robotics.

Figure 4 shows a Gogoro battery swap station for E2Ws and E3Ws. One obstacle to the battery swap
system is that vehicle owners cannot keep their specific battery. For example, they could swap a new
battery with better state of health for an old battery with poor state of health. Therefore, battery swap
schemes must own and lease the batteries to the vehicle owners. An ancillary benefit to this business
model is that an EV sold without the battery costs nearly 40% less than an EV sold with the battery
(Research and Markets 2022). A second obstacle to battery swap schemes is that the batteries must be
compatible with all the chargers and other vehicles in the system. This requires standardization of the
batteries, chargers, and vehicles.

21
 Figure 5. Gogoro battery swap station in Taiwan.
Source: Prateek Joshi, NREL

The danger of neglecting standardization of battery swap systems is that it can cause incompatible or
exclusive systems that can only be used by one corporation. Additionally, the batteries in the system can
be vulnerable to theft or forgery. Without precaution, people can steal and exchange batteries with
dummy ones. Theft-deterrent devices such as a radio module, intelligent communication system, or
remote alarm are imperative to avoid such issues. Future standards should include one or more of these
precautions.

India has one of the world’s largest and fastest-growing E2W/E3W markets and aggressive electrification
goals, so looking at their actions to standardize battery swapping is beneficial. Their national government
has announced in their budget of 2022-2023 to introduce battery swapping policy and interoperability
standards (NITI Aayog 2022). The policy aims to develop principles behind technical standards that
would allow the interoperability of components in a battery swapping ecosystem. The interoperability
between EVs, batteries, and their components enhances the battery swapping system’s performance,
safety, and efficiency.

IEC 62840 addresses EV battery swap systems and has two parts. Part 1 is related to general
specifications and guidance, while Part 2 covers safety requirements for battery swap systems operating
with removable rechargeable energy storage systems or battery systems (IEC 2021a). In addition to IEC,
BIS is a front-runner in developing standards for battery swap systems and chargers. Table 12 lists
standards for battery swap systems and chargers, with most coming from BIS. Battery swap systems are
still a very active research, development, and collaboration area. Honda, KTM, Piaggio, Yamaha, and
others have formed the Swappable Batteries Motorcycle Consortium, developing more international
specifications for batteries, swap stations, and E2Ws (Swappable Batteries Motorcycle Consortium 2023).

22
 Table 12. Standards for Battery Swap Systems

No. Standard From BIS Particulars and Status

1 IEC 62840-1 General specifications and guidance
2 IEC 62840-2 Safety requirements for battery swap systems operating with
removable rechargeable energy storage system or battery
systems
3 IS 17896 (Part 1): 2022 Electric Vehicle Battery Swap System – Part 1 General and
Guidance
4 IS 17896 (Part 2): 2022 Electric Vehicle Battery Swap System – Part 2 Safety
Requirements
5 IS 17017: Part 21: Sec 2:2019/ IEC 61851- Electromagnetic compatibility requirements for off-board or
21-2:2018 and AIS 138 (Part 2) DC EVCS
6 IS 17017-Part 23 a and Bharat Charger DC- Especially for DC EVSE (will be adapted from IEC 61851-
001 23) a
7 IS 17017-Part 24 a Requirements for Control Communication between DC
EVSE and EV (will be adapted from IEC 61851-24) a
8 IS 17017-Part 2: Sec 1 a Standard for the plugs, socket outlets, vehicle couplers, and
vehicle inlets. This standard is adapted from IEC 62196-1 a
9 IS 17017-Part 2: Sec 2: (2020) Standard for the plugs, socket outlets, vehicle couplers, and
vehicle inlets. This standard is published and is adapted
from IEC 62196-2 but is specific to Indian requirements.
10 IS 17017-Part 2: Sec 3 Standard for the plugs, socket outlets, vehicle couplers, and
vehicle inlets. This standard is adapted from IEC 62196-3
11 Swappable Batteries Motorcycle Consortium This set of standards is being developed for battery swap
systems, batteries, and E2Ws a
a This standard is currently in pre-publication status.

23
6 EV Labeling Requirements
In addition to standards for the manufacture and testing of equipment, there are also labeling
requirements. The labels allow vehicle assemblers, drivers, and maintenance professionals to anticipate
any possible hazards that could be imposed.

6.1 EV Labels
All EVs should have a label marking them as an EV. The labeling helps in case of emergencies so fire
responders, medics, and maintenance experts can understand the expected fire profiles. Each vehicle
should have a label that is suitable with respect to its type. Most countries with EVs have labeling
programs, and Pakistan plans to adopt one (Government of Pakistan 2019a). ASEAN policy guidelines
(UNEP 2020) recommend that bicycle-type vehicles have a label of at least 25 mm, whereas larger
vehicles should have a label of 100 mm. One example that meets these requirements is the Malaysian EV
standard label (UNEP 2020) for light-duty vehicles, as shown in Figure 5.

Figure 6. Malaysian EV standard label.

Source: UNEP 2020

6.2 High Voltage Warning Label

A warning symbol of high voltage is essential for vehicles with high-voltage batteries. The display
symbol should be used on the protective cover before anyone can access the batteries. The label warning
for high voltage is issued by ISO 3864, as shown in Figure 6.

Figure 7. ISO 3864 high voltage label

Source: ISO 3864

24
6.3 Battery Recycling Label
A battery recycling program and related policies must be developed to avoid e-waste problems. If battery
recycling is not adopted from the beginning, the used and damaged batteries will pile up with increased
EV adoption (Mandal 2020). Battery second use and battery recycling must be more progressively
adopted to avoid such waste and to reduce the raw materials needed to manufacture new batteries.
Therefore, the materials inside a battery should be included on the label, along with any applicable
disposal requirements (UNEP 2020). Furthermore, clear labels are needed in order to remind battery users
to properly discard their batteries rather than throw them in the trash. The symbol used in the European
Union, for the Waste from Electrical and Electronic Equipment directive, is a crossed-out trash bin, as
shown in Figure 7. This symbol is required in order to import or manufacture batteries to be sold in the
European Union (Mo 2021).

Figure 8. Separate battery collection symbol used in the European Union

Source: Getty Images

6.4 Vehicle Identification Number

E2Ws and E3Ws with a top speed of 25 kph or greater must have a vehicle identification number (VIN),
as required by ISO 3779 (UNEP 2020). This is important for tracking vehicles, registration, and other
attributes of the vehicle market.

6.5 Lithium-Ion Battery

The National Transportation Safety Board (NTSB) has recommended inclusion of information for
fighting high-voltage lithium -ion battery related fires in the emergency response guides (NTSB 2021). In
the electric vehicle industry, the term high voltage indicates a voltage of 60 above. The voltage level for
the E2Ws and E3Ws is from 24 V to 72V. The label for high-voltage lithium-ion battery in ab electric
vehicle is shown in Figure 8.

25
Figure 9. Warning- Risk of Fire due to high-voltage Li-Ion Battery
Source: (Hazard Control Technologies 2023)

26
7 Emerging Technologies
Electric mobility is developing rapidly, and many new technologies are emerging. Therefore, standards
must continue to evolve at pace with advancements. Standards must be written to ensure safety and
promote interoperability without stifling innovation. Research areas related to EVs include:

• New battery chemistries and architectures.

• EV battery secondary usage.
• Protection and care of stranded energy 1 after a crash, fire, or flood (Zhang 2022).
• Recycling batteries.
• Electric double-layer capacitors (EDLCs).
• Start/stop “micro-hybrid” architecture.
• Battery swap systems.
• Smart controls to prevent theft of swappable batteries.
EDLCs are called supercapacitors or ultracapacitors. Batteries and EDLCs are combined internally within
a device or externally in a system to complement one another. Batteries have a high energy density, low
self-discharge, and constant voltage output. Supercapacitors have short charging time, excellent
temperature performance, high instantaneous current, and are mechanically flexible. Combining both
storage devices capitalizes on each one’s operational strengths, making it more useful for EVs. There is a
lack of testing and certification for the batteries employed in these vehicles, and their rapid international
growth presents a hazard.

Furthermore, a significant failure could reverse substantial progress in the industry toward electrification.
For these reasons, the topic is actively being pursued by both SAE and Batt International, with the support
of both CSA Group and UL, to develop awareness documents, recommended practices, and, ultimately,
standards for certification.

Multiple standards development organizations (e.g., SAE, UL, CSA Group, Batt International) are
targeting the research and development of batteries, EDLCs, and their hybrid systems. These
organizations also work on safety, recommended regulations, and standards for these technologies.

1 The energy remaining inside any undamaged or damaged battery following an accident.

27
8 Conclusions
The electrification of Pakistan’s transportation system, as well as related environmental and economic
benefits, will require a robust market of E2Ws, E3Ws, and related charging infrastructure. This charging
infrastructure will likely include battery swap stations to add convenience, save space, and enable
business models where the battery and vehicles have different owners. An early step to catalyze such a
market should be the development of standards that ensure the safety, quality, and interoperability of the
EVs, EVCSs, and battery swap stations. The European Commission has developed a vehicle classification
system that facilitates the standardization of E2Ws and E3Ws. UNEP 2020 has developed a set of tests to
ensure vehicle safety, customer satisfaction, and environmental durability. Numerous SDOs have
developed standards and related tests to ensure the electrical safety of EVs and their batteries. This
includes the shipment of batteries, their usage, and recycling. India and Malaysia have developed some
standards outside the SDOs that could be particularly relevant for Pakistan to consider, and their standards
have been incorporated in the lists of previous sections.

A few SDOs have developed standards for EVCSs that are only compatible within their standardization
systems because they have connectors meant to fit vehicles with matching receivers. Pakistan has decided
to use the IEC standard compatible with the European market, and they should adopt numerous related
IEC standards to ensure compatibility. India, with a much heavier reliance on two- and three-wheelers,
has also built upon the IEC standards where they saw the need, and Pakistan might find it beneficial to
borrow from this set of standards. Battery swap systems have a few general IEC standards, and India has
also built upon these. However, there is a need for greater standardization of these systems, and a
consortium of motorcycle manufacturers is working to fill this gap (Hyatt 2021). Labeling requirements
have been developed to ensure better and safer interactions with vehicles and charging technologies.
Finally, several emerging technologies will need to be addressed and standardized for them to be
incorporated into future E2W and E3W markets.

28
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