THE CASE OF INFRASTRUCTURE FOR
BATTERY ELECTRIC VEHICLES: ITALY
by
Giovanni Pede – ENEA1
Iva Gianinoni – RSE SpA2
Background paper for the IFP/IEA/ITF Workshop on
“Developing infrastructure for alternative transport fuels and
power-trains to 2020/2030/2050:
A cross country assessment of early stages of implementation”
OECD, 30th November 2012
1
ENEA is the Italian National Agency for New Technologies, Energy and Sustainable Economic Development
Ricerca sul Sistema Energetico - RSE SpA, is a joint stock company, whose unique shareholder is GSE SpA, which
develops research in electro-energy
2
Index
Why electric vehicles? ......................................................................................................................... 3
Reduced CO2 emission and enhanced energy efficiency ............................................................... 4
Potential tools for energy storage and network optimisation for larger use of renewable sources . 4
European strategy for green vehicles ................................................................................................... 5
Recharging: different needs and modes .............................................................................................. 6
Recharge modes: devices&protections ............................................................................................ 7
Recharging: different business models ............................................................................................... 8
Recharging in public places ............................................................................................................. 8
Experiences in Italy.............................................................................................................................. 9
The DSO model ............................................................................................................................... 9
The model “Service provider” ....................................................................................................... 11
Why EVs in Italy? .............................................................................................................................. 13
Conclusions ........................................................................................................................................ 14
Funding and acknowledgments .......................................................................................................... 14
Why electric vehicles?
Types: PEV, PHEV, E-REV (electric range >60 km)
1. Reduced urban pollution (CO, NOx, HC, benzene C6H6, SO2, heavy metals,
combustion nanoparticulates, etc.).
2. Reduced CO2 emission/enhanced energy efficiency
3. Diversification of energy mix (safety of supplies): by making use of diverse energy
resources they help reduce our dependence on petroleum
4. Potential tools for energy storage and network optimisation for larger use of
renewable sources
Transport systems are responsible for urban air pollution and their efficiency affects
our daily lives and productivity. All transportation modes consume energy; such
energy now is mostly derived from combustion, mainly of fossil fuels and, in general,
of oil-derived.
Combustion inevitably produces CO2 and many other substances, depending on
specific fuel and combustion characteristics, among others Nitrogen Oxides, Sulphur
Oxides, Heavy Metals, Volatile Organic Compounds (VOC), Particulate Matters (PM),
apart from Carbon Monoxide (CO) because of not perfect combustion. At certain
concentrations, such substances change physical and biological characteristics of the
air (mainly of the troposphere) with hard consequences on health, climate and
weather precipitations characteristics.
From the point of view of overall energy efficiency, when EVs are compared with
ICEVs, it is apparent that their energy conversion processes (from crude oil to road
load , as depicted in the figure) indicate that EVs are more energy-efficient than
ICEVs.
Moreover, EVs can recover the kinetic energy during braking and utilize it for battery
recharging
In perspective, the VE are resources for balancing the local network and for the
energy market zones.
As a matter of fact:
1. Storage services are necessary for decoupling the vehicle recharging network
commitment
2. Therefore an integration with intermittent sources of production is possible
Reduced CO2 emission
and enhanced energy efficiency
100%
95%
Natural gas Distribution
42%
Power
plant
40%
36%
Power Battery 26%
tranfer charging PEV
ICEV
18-25%
HEV
18%
Crude oil
Oil refinery
86%
Filling
station
85%
100%
Source: “Research on electric vehicles: challenges, opportunities and emerging
technologies” Kwok Tong Chau, 2012 (Department of Electrical and Electronic
Engineering, The University of Hong Kong), modified by G.Pede, 2012
Potential tools for energy storage and network optimisation
for larger use of renewable sources
RESIDENZIALE
PRODUZIONE
DA RINNOVABILI
DISTRIBUZIONE
SISTEMA DI
ACCUMULO
V2G
SISTEMA DI
ACCUMULO
SISTEMA DI ACCUMULO
VEICOLO ELETTRICO
European strategy for green vehicles
 Strategy “Europe 2020”: promoting green vehicles by encouraging research,
establishing common standards and developing the necessary infrastructure
 – European regulation framework – Directive 2009/33/CE16 on the promotion
of clean and energy efficient road transport, which aims to reduce emissions
of greenhouse gases and improve air quality (particularly in cities)
 – Regulation (EC) No 443/2009 setting emission performance standards for
new passenger cars by 2015 (it will be reviewed by 2013 to the target of 95
g/km CO2 to 2020
 EU Commission Communication "A European Strategy for clean vehicles and
energy-efficient" COM (2010) 186 final. April 28th, 2010 indicates lines of
action for green vehicles, among them electric vehicles:
1. Support for research and innovation (recovery of European competitiveness,
occupational profiles)
2. Standardization
of
vehicle
interface/network
(in
terms
of
communication/negotiation)
3. Upgrading of recharging infrastructure
The recharging infrastructure role, (COM (2010) 186 final
“With the entry into the market of electric vehicles, consumers can start charging
them from existing power points. However, publicly accessible charging points will
have to be provided to meet consumers’ needs on battery charging. An adequate
electric charging network will require significant investment and definition of
standards on safety, interoperability and payment. ”
Recharging:
different needs and modes
Recharge modes: devices&protections
Charging mode 3 (with
communication between
EV and CP) is compulsory
in public areas
Recharge modes: charging power&range
Vehicle (typical)
Mode 1
V
220
I
8
P in kW
<=1,8
E in kWh
(FastCharge)/ Range
in km
1,76 kWh/50 km
Mode 2
220
16
<=3,3
3,52 kWh/80 km
Mode 3
380
32/64 20
(typical)
25 kWh/120 km
Mode 4
380
125
50 kWh/120 km in ½
h (charging time)
50
Recharging:
3
different business models
AEEG is the Authority
for Electricity and Gas
in Italy
Recharge
Private
places
Domestic
Fleet
operator
Public
places
After sales
service
DSO
Batteryswap
In Italy private customers can charge EVs
both by using their domestic meter and by
installing a dedicated one (with “Other uses”
tariff) Delib. AEEG ARG/elt 56/10)
For public charging AEEG has established a monomial (simplified)
T&D tariff for all Service Providers (Delib. ARG/elt 242/10)
Recharging in public places
Battery-swap is an industrial activity, therefore 2 solutions (+ domestic charging) are
considered hereafter:
First solution: recharge as after-sales service
1. Case similar to natural gas for vehicles
2. The station is the final customer for the electricity system
3. The owner of the charge area agree with the reseller/s
4. There is a competition between the recharge areas such as service stations in
classic fuels
5. The role of provider is limited to connect and measure upstream of the
recharging area
6. Free activity, with some regulated aspects
Second solution: expanded role of the DSO
1. Recharging area is included in the distribution asset for the area of the
concession
2. The DSO as a provider must allow access to all authorized dealers in Italy
3
Daniele Bonafede, AEEG, “Ricaricare i veicoli elettrici nel rispetto della nuova normativa”, Milano 23 marzo
2012
3. Competition between different brands in the same area
4. A specific dispatching regulation is needed for a modest amount of energy
5. A regulatory is needed on technical characteristics and spread (similar case to
the public phone booth?)
6. Activity under administrative concession and fully regulated
Obviously, the chosen model must always be compatible with the retail electricity
market liberalization
The choice of model does not relate to decisions of the regulator, must be part of a
wider choice of public policy as regards issues such as:
1. Environmental
2. Road system (Congestion Charge, ZTL)
3. Urban planning (permission to recharge areas)
4. Transport terms
5. Tax (differential taxes and subsidies).
Final decisions on the type of model for the public recharging service certainly
depend on technological developments and what are the business models preferred
by the market (service providers and consumers), and the results of experiments
It is desirable that the trials may be the most diverse in type, technology,
organization, though limited in time
Experiences in Italy
Therefore, AEEG, in partnership with public research electrical system (RSE), has
funded five pilot projects, for the period 2011-2015 (according to “AEEG arg
elt/242/10” document) for three business models:
1. DSO
2. Exclusive Service Provider
3. Service Provider in the competitive market
with simplifications and incentives, competitive requirements and criteria for
selection and operation of the projects
The DSO model
The ENEL Distribution-Hera project includes 310 charging points in Pisa,
Bari&Genova (Smart cities) in the Region Emilia-Romagna and in Milan
The model “Service provider”
The approved projects "Exclusive service provider" are two, A2A and city of Parma.
The first one includes charging points in Milan and in Brescia. The second, 200
charging points in Parma
The projects "Service provider in competition”, are two, Enel Energia and Class
Onlus.
The first includes 26 charging points in Rome and province of Milan by the second
half of 2013.
The second involves the installation of 150 charging
points, of which 43 in
“Monza and Brianza” province (in supermarkets) and 107 in Rome, Milan, Naples,
Bari, Catania, Genoa, Bologna and Varese
Why EVs in Italy?
PM2.5
3
20 µg/m average yearly limit
according to EU regulations (dir
2008/50/CE)
• highest index of motorization in
the world after US (60 Ml people,
37 Ml passenger cars)
• use of private cars continuously
increasing
• daily limits frequently overcome
for primary and secondary
pollutants in the most
industrialized regions
•
•
• distribution network equipped with
32 Ml smart meters
Piaggio Porter Electric Power/Fiat Ducato Microvett/Piaggio Liberty email/BredaMenarinibus Zeus
Conclusions
Public infrastructure is needed but, since a real EVs fleet does not exist yet (< 400
EVs sold in Italy in 2012), it is seldom used
Although interoperability is presently fully operating in few cases, utilities and DSOs
are jointly working toward it, both at national and European level
Charging tariffs are not so convenient to convince customers, in comparison with
the very high EVs purchase prices
Only maturity and deployment of fast charging options seem to be a feasible nearterm option for present private drivers
The development of fast charging stations (mainly in usual petrol stations) could
foster EVs deployment and also make public infrastructure more used
Funding and acknowledgments
This national research project has been funded by the Italian Ministry of Economic
Development, with the aim of investigating several system aspects related to the
potential mass roll-out of plug-in electric vehicles, and particularly their technical,
environmental end economic impacts
http://www.enea.it/it/Ricerca_sviluppo/documenti/ricerca-di-sistemaelettrico/risparmio-di-energia-elettrica-nei-trasporti/2011/092-rds-pdf
http://www.rse-web.it/documenti/documento/314792
For further information
www.enea.it
giovanni.pede@enea.it
www.rse-web.it
iva.gianinoni@rse-web.it