23 october 2017 regulatory issues in the development...
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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)
1
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
3
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
5
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
6
• 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.)
9
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)
10
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)
11
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)
12
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
13
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
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