23 October 2017

Regulatory issues in the development of electro-mobility services:

lessons learned from the Italian experience

e-Mobility Integration Symposium - Berlin

L. Lo Schiavo, D. Bonafede (AEEGSI)

S. Celaschi, F. Colzi (RSE)

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EV recharge: hot topic for the Italian Energy Regulator

• In 2010 first public consultation promoted by Italian Energy

Regulator

• At that time, both legislative framework and technological

solutions were not defined yet

• different business models possible and no one widely adopted

PILOT PROJECTS FOR IN-FIELD DEMONSTRATION

• on-field test of different business models for EV charging

activity in public places

• gather useful elements to support the diffusion of electro-

mobility in Italy2

Business models admitted in pilot projects (2010-11)

Special requirements for “DSO” model:

• Multivendor requirement (freedom of choice of electricity supplier at the CP)

• Accounting separation between recharge activity and electricity distribution

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Pilot projectsoverall data

About 500 CPs (normal power ≤ 22kW):

�DSO model

Enel Distribuzione-Hera: 302 points in Pisa,

Bari, Genova, Perugia, Emilia Romagna and

Milano hinterland

�Area-licensed Service Provider model

A2A: 64 points in Milano and 36 in Brescia

�Service Provider in competition model

Enel Energia: 26 points in Roma and Milano

hinterland

Class Onlus: 85 points in Milano, Monza,

Genova, Bologna e Varese (esp. Large Retail

shops)

Mostly with contract cards …

but: interoperability issues4

Electricity volumes at stake in pilot projects

• Limited avg. energy recharged: less than 7 kWh per charging event

• Limited use of infrastructure: less that 700 kWh/year per CP

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Charging point siting is a crucial issue for efficiency

Notes:

- Pilot projects

launched in 2011

- Slow charge only

(EV parked)

- Siting decided by

project promoters

- Normally not in

service stations

- Very limited

number of EVs

Y-axis, left (red)

kWh/point

Y-axis, right (blue):

Number of charge

transactions

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• 50% of total energy recharged is given by 9% of CPs

AEEGSI views on DSO role in EV charging framework/1

• In 2010 AEEGSI admits electricity DSO to pilot projects under two

special requirements: “multivendor” approach (freedom of

electricity supplier at each transaction) and accounting separation.

• Multivendor approach very difficult to implement

• In 2014 the AFI Directive 94/EU provides a clear address:

� EV recharging in public places should be a competitive activity

� DSO must act on non-discriminatory basis in respect of any EV

recharge provider

• First results of demo projects: siting of CPs crucial issues

• Last period of pilot projects: on the market appear commercial

players (service providers)7

• AEEGSI considers:

� EV recharging in public places must not be a monopoly activity

with fully regulator actors

� industrial players have strong interest in optimizing CPs’ siting

• AEEGSI in its consultation document no. 5/2015 states that

“DSO” model is no longer admissible for the development of

EV charging infrastructure

• End of 2016, EU proposal for a recast of 2009/72/CE Directive:

electricity DSO admitted only if particular conditions are

fulfilled (under NRA approval)

• The path followed by Italy in the last years is fully in line with

what is stated in the proposed recast of the Directive8

AEEGSI views on DSO role in EV charging framework/2

Monomial Network Tariff for LV grid points

dedicated to EV recharge

• Introduced with decision ARG/elt 242/10 to foster the kick-start of

EV recharge in public places

• Decision 654/2015 on Tariff regulation on electricity: approach for

current regulatory period (2016-2023):

� Confirm “monomial tariff” for LV-connected, stand alone CPs (i.e. LV

grid point is dedicated to recharge) and maintain this tariff at least

for 4 years

� avoid any special tariff for CPs installed in sites that have further

electricity usages than the EV recharge (e.g., large service stations,

typically connected in MV, with pumps, lighting, car-washing, etc.)

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Pricing

• €/kWh is a too simple approach: price of EV charge is not

simply the energy recharged

• Price includes added value aspects:

o power/speed of the recharge

o time-of-use

o mapping of CP

o booking of CP

• Price permits strategies for managing CP occupancy

…prices charged by the operators of recharging points

accessible to the public are reasonable, easily and clearly

comparable, transparent and non-discriminatory

AFID, 4(10)

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Interoperability and metering

• Italian clarification on smart meter position (art. 4 of Legislative

Decree n. 257/16); only visual display (resettable to zero) for CPs

CONTRACTUAL

RELATIONSHIPS

1a. EV Driver – CPO

(directly)

1b. EV Driver – CPO

(intermediated by MSP)

2. CPO – Elect. Supplier

3. Elect. Supplier – DSO

4. DSO – CPO

(only for connection)

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Bilateral contracts DSO-CPO (massive connection plans)

To make easier to develop EV charging infrastructure in public

places, AEEGSI introduced “derogation” from ordinary connection

procedures:

• DSO is free to agree time-to-connection standards directly

with CPOs for EV charging infrastructure in public places

� non discriminatory conditions towards different applicants

� equal conditions throughout the country

• possibility for CPOs to enter into bilateral agreements with

DSOs through electricity suppliers (administrative

simplification)

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Charging power and plugs/connectors

• In demonstration projects: CPs up to 22 kW

in AC but none high power DC charging

station

• General acknowledgement of importance of

DC charging stations in National Plan for EV

Recharging Infrastructure (PNIRE): optimal

ratio between 2:1 and 4:1

• AEEGSI interested in monitoring

development of high power infrastructure

co-financed with European funds (e.g. EVA+)

• Criticality on plugs/connectors solved by AFI

Directive

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EVA+

Electric Vehicles

Arteries

Next steps (regulatory issues)

E- mobility needs and will need connection (to power grid) and

connectivity (car/driver/CPs �MSPs)

• Regulatory issues:

� business models ensuring competition

� network tariffs without discrimination

� connection procedures

• Authority’s attention is now on integration of EV recharge in

power system transformation:

o Smart charging, V2G and V2H

o Dispatching services (regulatory decision 300/2017: new

trials for demand response may include CPs)

o Possible contribute to System Frequency regulation14

Websites:

www.autorita.energia.it

www.rse-web.it

Thank you for your

attention and questions

lloschiavo@autorita.energia.it

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Further info