-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.
