23 October 2017 Regulatory issues in the development of electro-mobility services: lessons learned from the Italian experience

Transcription

1 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

2 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 electromobility in Italy 2

3 Business models admitted in pilot projects ( ) 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

4 Pilot projects overall 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 EnelEnergia: 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 issues 4

5 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

6 Notes: - Pilot projects launched in Slow charge only (EV parked) - Siting decided by project promoters - Normally not in service stations - Very limited number of EVs Charging point siting is a crucial issue for efficiency Y-axis, left (red) kwh/point Y-axis, right (blue): Number of charge transactions 50% of total energy recharged is given by 9% of CPs 6

7 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 DSOmust act on non-discriminatory basisin 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

8 AEEGSI views on DSO role in EV charging framework/2 AEEGSI considers: EV recharging in public places must notbe 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 nolonger admissible for the development of EV charging infrastructure End of 2016, EU proposal for a recast of 2009/72/CE Directive: electricity DSOadmitted only if particular conditions are fulfilled (under NRA approval) The pathfollowed by Italy in the last years is fully in line with what is stated in the proposed recast of the Directive 8

9 Monomial Network Tariff for LV grid points dedicated to EV recharge Introduced with decision ARG/elt242/10 to foster the kick-start of EV recharge in public places Decision 654/2015 on Tariff regulation on electricity: approach for current regulatory period ( ): Confirm monomial tariff for LV-connected, stand alone CPs (i.e. LV grid point is dedicated to recharge) andmaintainthis 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

10 Pricing 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) /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 10

11 Interoperability and metering 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) Italian clarification on smart meter position (art. 4 of Legislative Decree n. 257/16); only visual display (resettable to zero) for CPs 11

12 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

13 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 EVA+ Electric Vehicles Arteries 13

14 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 regulation 14

15 Further info Websites: Thank you for your attention and questions 15