Politiques d'infrastructure de charge en Europe

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Из курса от партнера École des Ponts ParisTech

Mobilités et véhicules électriques

33 оценки

École des Ponts ParisTech

Mobilités et véhicules électriques

33 оценки

L’objectif de ce MOOC est d’aider ses apprenants, quel que soit leur profil, leur formation ou leur pays d’origine, à construire une réponse personnelle à des questions comme celles-ci : - Les voitures électriques seront-elles les dernières à circuler dans les métropoles du XXI° siècle ? - Le gain environnemental associé à l’électrification des véhicules justifie-t-il des investissements massifs dans les infrastructures de charge ? - Le véhicule électrique est-il réservé aux riches des pays du Nord ? Grâce à ce MOOC, les participants pourront acquérir des connaissances issues des sciences de l’ingénieur, de la sociologie, des sciences de l’environnement, de l’économie, de la géographie et des sciences politiques pour évaluer, analyser et mettre en œuvre le déploiement des véhicules électriques là où il est pertinent. Le Groupe Renault et les écoles de ParisTech collaborent depuis bientôt 15 ans sur des sujets liés à la mobilité durable. Ensemble, ils ont créé deux Masters (Transport et développement durable en 2004, Mobilité et véhicules électriques en 2010) et l’Institut de la Mobilité Durable (IMD), en 2009, pour accompagner les mutations en cours. Le MOOC Mobilités et véhicules électriques est issu de cette histoire commune et a été élaboré à partir d'un cours délivré au sein du Master Mobilités et Véhicules Électriques, piloté par Arts et Métiers ParisTech en partenariat avec Ensta ParisTech, Mines ParisTech et l’École des Ponts ParisTech. Ce cours est en français, cependant des sous-titres en anglais sont disponibles pour toutes les vidéos et vous pouvez écrire vos messages dans le forum en anglais si vous le désirez./ This course is given in French, nevertheless English subtitles are available for all videos and you can write your posts in the forum in English if desired.

Из урока

Chapitre 4 - Mobilités électriques et infrastructures : dimensions techniques et dimensions économiques

<p>Si les véhicules électriques roulent sur les mêmes routes que les véhicules thermiques, des infrastructures propres leurs sont néanmoins nécessaires. Nous traiterons ici des dimensions techniques et économiques de ces infrastructures en France, en Europe et dans le monde. Cette analyse nous amènera à nous intéresser aux différents <em>business models</em> du véhicule électrique.</p><p> Le cours sera complété par un <em>Point méthode</em> expliquant l'équilibre offre/demande sur les réseaux électriques.</p> <p>Ce chapitre comporte également deux <em>Le saviez-vous ?</em>, l'un sur le stockage de l'électricité, l'autre sur les bornes de (re)charge, ainsi que des entretiens avec des experts du Groupe Renault permettant de compléter notre connaissance sur les infrastructures.</p><p>Comme pour tous les chapitres, vous aurez l'occasion à la fin de celui-ci de tester votre compréhension avec l'évaluation sous forme de quiz. Cette évaluation ne porte que sur les vidéos de cours et est notée.</p>

Enjeux et état des lieux des infrastructures de charge en France9:16

État des lieux des infrastructures de charge dans le monde8:52

Politiques d'infrastructure de charge en Europe11:22

État des lieux des politiques publiques liees aux infrastructures de charge VE dans le monde9:26

Point méthode - Fonctionnement technique et économique de l'équilibre offre/demande sur les réseaux électriques4:27

Le saviez-vous ? Stockage de l'énergie électrique2:45

Le saviez-vous ? Bornes de (re)charge3:47

Познакомьтесь с преподавателями

Virginie BOUTUEIL
Researcher
LVMT (City Mobility Transport Lab), École des Ponts ParisTech
Émeric FORTIN
Head of the Master in Transport and Sustainable Development
Direction of Studies, École des Ponts ParisTech

-In this video, we will focus on the actors of the charging infrastructure

and on the instruments used by different governmental levels

to implement public policies to deploy these infrastructures.

We will come back to the European framework in which they are included

and we will focus on the policies of two countries, France and Norway.

Several actors are involved in the deployment

of public charging infrastructures.

The regional government and energy providers

contribute to the development of electric mobility.

First, political actors such as the European Union and states

play a major role in the deployment of infrastructures

by setting objectives and a regulatory framework.

On a local scale, local authorities define mobility policies

in which this deployment is included.

They are also in charge of the creation, operation and maintenance

of public charging infrastructures.

They can delegate these responsibilities to EPCIs

or energy trade unions.

They can provide the public charging service themselves

or choose a mobility operator which will provide this service to users

that can group the networks of several charge operators.

Since 2014, an operator can deploy public charging infrastructures itself

if it has a national scope,

meaning it must affect at least two regions

and enable a balanced equipment of the territory.

Mobility operators can also be automotive manufacturers

which install charging terminals in their concessions

and implement a partnership with private establishments

such as supermarkets or hotels.

Mobility operators sign a contract with a charging or technical operator

which will install the terminals and maintain them.

Mobility operators can also play these two roles.

Itinerancy platforms facilitate data exchanges

between these two types of operators

and allow customers of a mobility operator to access

the charging terminals of other partner operators.

The specificity of these platforms is that they retrieve data

from charging operators to send their customers real-time information

on the charging points.

Itinerancy solutions are also provided by other private actors

that provide badges working on several public charging networks.

These solutions can have a national scope

but some also provide their service on a European scale

which allows users to access a transnational infrastructure network

with a single badge. They also list the terminals on online maps.

Finally, energy is provided to these terminals by energy providers

that are supplied by the public power network operator

which oversees power transportation from the production installations

to the consumption installations.

Public action instruments are social and technical responses systems

implemented by public authorities to achieve goals

set by public policies.

They can be informative, normative or incentive.

A public policy often requests several types of instruments.

These instruments can fall into several categories

according to their operating mode and the expected results.

Legal and regulatory instruments are used at European and national scales

to supervise the development of charging infrastructures.

This regulation requires European directives, laws and decrees.

It also requires planning, that is to say plans that not only set goals

but also the means to reach them.

Financing instruments are mainly incentive

such as European or national calls for projects,

measures to support the financing of public charging infrastructures

or even the exemption of the fee for charging terminals

occupying the territory for national operators.

The standardization limits the multiplication of outlet standards

and charging modes according to each manufacturer

in order to have a standard to circulate freely

with electric vehicles in the European countries.

Finally, the last category of instruments that can be used

by public authorities is related to information,

especially communication campaigns at different levels of government

in order to promote and inform on public charging infrastructures.

The European Union plays a major role in the development

of the public charging infrastructure on its territory.

As a supranational entity, it can compel the national states

to take strong measures to achieve the goals it has set.

It uses compelling instruments such as directives

but also incentive such as strategies.

Thus, the Alternative Fuels Infrastructure directive

voted by the Parliament in 2014 sets a suitable number of charging points

accessible to the public as a goal,

thus one public charging point for 10 electric vehicles in each country.

This directive is compelling because it forces states to transpose it

into national law in order to achieve the goals set by the European Union.

But they are free to choose the means to implement it.

This directive also sets the European charging standards

that must be used on the national public charging terminals.

Strategy is another instrument of the European public policy.

It is a way to coordinate the policies of the member states.

It is a framework

into which the initiatives considered by the Commission enter.

It relies on existing funds to finance them.

It is purely indicative and sets goals the members must achieve.

As early as 2010, the European Commission acknowledged

the importance of the public charging infrastructure

for the deployment of electric vehicles

in its strategy for clean and sustainable vehicles.

It was later reaffirmed in the European strategy

for a low-emission mobility introduced in 2016.

The European Union finances public charging infrastructure projects

through programs or by using financing instruments

such as the European Regional Development Fund.

The latter financed the E-Mobility-NSR project

in Northern European countries which gathered academic, political,

economic and associative actors

around the development of charging infrastructures

and electric vehicle promotion policies.

The TEN-T financing program has financed projects

to deploy charging infrastructure networks

at national and transnational levels.

We will now underline the main laws that structure the development

of the public charging offer in France.

The charging infrastructure deployment policy in France began in 2009

with the national plan for the development

of electric vehicles and plug-in hybrid vehicles.

Its goal for 2020 was to have 4.4 million charging points in the street

and in private premises, 90% of which in condominiums,

main residences and office buildings.

The July 12, 2010 Grenelle 2 law complemented this goal

and made it normative by requiring the implementation of charging outlets

for electric vehicles in all building constructions

for office or residential use with more than two housings

planning to have a closed car-park.

This measure entered into force at the beginning of 2012

also affects existing office buildings with a compliance

that must be ensured before January 1, 2015.

The law on energy transition would complement this measure

by pushing forward building laws and regulations.

The Grenelle 2 law entrusted municipalities

and groups of municipalities with the authority to deploy and maintain

charging infrastructures that are required to use electric

and plug-in hybrid vehicles if no offer already existed

or if they were insufficient or inadequate.

It would also establish the right to have an outlet

which enables users living in condominiums

to install at their own expense a charging solution

on their parking space.

The future investment program which began in 2010

would finance public charging infrastructure projects

as a part of calls for projects for the ADEME's

future vehicles and transports action.

In 2012, the support plan for the automotive industry established

the Hirtzman mission in particular which lasted one year

and affected the deployment of charging terminals for electric

and plug-in hybrid vehicles.

It would help territorial charging infrastructure projects emerge

and support them.

These actions were then integrated

to the electric charging terminal industrial plan

which aimed at covering the whole territory

with a full network of charging terminals.

The August 4, 2014 law facilitated the deployment

of a charging infrastructure network for electric vehicles

in the public space by exempting operators

who installed electric charging terminals from the fee

for occupying public spaces in the scope of a national project.

Thanks to this law, municipalities were no longer solely responsible

for the installation of charging infrastructure networks.

Today, there are three national operators in France.

On August 18, 2015, the energy transition law for green growth

set the goal of installing by 2030 at least 7 million charging points

on parking spaces of housing complexes and office buildings

or on parking spaces accessible to the public.

Finally, the most recent decree dates from January 12, 2017

and lays down the procedures to design public charging infrastructures.

Norway is one of the countries where electric mobility

is the most developed

with a 37% market share of electric vehicles in 2017.

Charging terminal networks were built by municipalities first

and private companies as of 2008.

At that time, Oslo implemented a municipal program

for charging infrastructures.

The state contributed to this effort as of 2011 via the Transnova agency.

It launched four calls for projects between 2011 and 2013,

including a pilot program in which it partly financed private operators

who built public charging infrastructures.

One of the conditions of these calls for projects

was that the terminal data were sent to a central database, NOBIL,

to provide users with information on the terminals

and enable public authorities to monitor infrastructures

and better distribute future terminals.

As of 2014, the Norwegian government launched a national strategy

to deploy charging infrastructures including a program to finance

multi-standard fast-charging infrastructures every 50 km

on every main road by the end of 2017.

There was then 5 472 public charging points in the whole country

whereas the market share of electric vehicles represented 11.5%

of total vehicle sales.

Electric mobility and especially charging infrastructures

connect many actors.

A political impetus is mandatory for an evenly distributed coverage

of the territory in terms of charging infrastructures.

Public authorities have many instruments

to implement their policies.

The European Union is engaged in this area in the scope of its strategy

for carbon-free mobility.

Thus, it encourages states to implement national policies.

They are free to choose how they implement them

which leads to very different policies according to each country

and a heterogeneous charging infrastructure coverage.

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