Energy supplier with the construction of electric car loading infrastructure restrained

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Energy supplier with the construction of electric car loading infrastructure restrained-electric

EN energy supply companies (EVU) also want to benefit from the trend for electromobility: Almost three quarters are already active in the field of electromobility, shows a current survey of the auditing and consulting firm PWC under 184 German and Austrian EVU.

The commitment is consistent with a clear prognosis: about 95 percent of respondents expect the importance to their business and their industry. However, the unambiguous prognosis has not yet led to appropriately determined action, so Henry Otto, Partner and Head of Advice Energy Industry at PWC Germany:

“On the one hand, the trade fairs of electromobility are highly important – on the other hand, many are only able to behave and have not developed any consistent strategies yet.”- Henry Otto, Partner and Head Advisory Energy Industry at PWC Germany

Accordingly, about half of the respondents believe that competitors have a projection in the field of electromobility. Clear focus of EVU’s activities is the construction and operation of public charging infrastructure: three quarters of respondents are active in this segment. This applies equally to utilities in urban and rural areas – and is therefore a fundamentally good news for electro-car buyers beyond the metropolitan areas. “Energy supplier also invest in regions where other market participants have to retire so far rather. Thus, they help to improve the charging infrastructure nationwide, “says OTTO.

However, the study also shows that many EVU satisfied with first experiences and image projects. About half of the respondents have a maximum of five charging columns in operation. Around 60 percent of the RU do not plan any further investment or want a maximum of 100.Invest 000 euros. This number must be classified according to Henry Otto: “for 100.000 Euro sum gets a RU after all around 20 charging columns. For many small businesses, this can be a significant part of the available investment funds. That has to be rewarded.”Nevertheless, the willingness for further investment in total is not very high.

Low profit prospects horror

Respondents who are skeptical of electromobility often justify this with low profit prospects (80 percent) or too low market volumes (60 percent). And offside the charging infrastructure, activities around electromobility are so far manageable: Thus, almost four out of ten German RU deals with data management and billing. For so-called “smart services” – for example, apps, the drivers to the next charging column pilot – and in electric car sharing, the odds with 23 or 15 percent are even significantly lower.

From the point of view of the PWC experts, however, EVU could be a true driver of electromobility as operators of the distribution networks and their contact with many end customers. In order to use this good starting position, the current regulatory regime would have to be further developed. “The construction of charging infrastructure on a larger scale is often not profitable under the current conditions,” says Henry Otto. Through a more pragmatic use of the funding or the transfer of incurred costs on network charges, the goals of the Federal Government could also be achieved, because: the 100.000 additional charging points to be built in Germany by 2020 are currently already built 7000 normal charging stations and 1600 quick loading points.

The Austrians expand more determined

One step further is the surveyed Austrian provider: they expand significantly more determined into the business with electromobility as their German counterparts. So about three quarters of them already operate more than 50 charging columns. Even with innovative services such as “Smart Services” or electric car sharing, they are far more active.

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3 thoughts on “Energy supplier with the construction of electric car loading infrastructure restrained”

  1. It may also be understood that the EVUs reserve with the participation in the construction of the charging infrastructure in the face of low profit prospects. However, this also applies to other potential operators such as Z.B Shopping Center, Parkinghouses. Since appropriate incentives would have to be created or laws.
    In addition, the EVU’s big challenges come to such as.B. Renewable energies, energy storage, decentralized energy production.
    In addition, not even clearly clear, where and how many charging stations are needed.

  2. On the subject of “Charging Infrastructure” I want to give a comment here by an American website:
    “MY FEAR IS THAT AN INFFECTIVE PUBLIC CHARGING INFRASTRUCTURE BE BEUILT IN ORDER TO TRY TO MEET AN UNROESTIC EXPECTATION THAT EV CHARGING HAS TO BEAVE EXACTLY LIKE FUELING TO ICE. That fundamentally there would be absoluteely no change on the part of the drivers’ behavior Before Bevs would be accepted. The Problem With This Approach Is That It’ll Require A Way Overbuilt Infrastructure Both in Terms Of Charge Stations and In Terms Of Batteries For EVS To Support That Expectation.
    So there has to be education in terms of how charging is actually done and when. Of Course There Needs to Be a Foundation of Long Term Home / Work Charging. And I Have No Issue With A Widely Deployed Fast Travel Charging Network Search as Electrify America’s, EvGO, And Tesla Sc Network, Which Are Needed to Facilitate Long Distance Travel. But it is absolutely essential to Inform The public, Policy Makers, and Infrastructure Builders That A Medium Speed DCFC Deployment in Virtualgy Everyway Howe People Park Cars Has To Be The Backbone Of An Everyday Use Public eV Charging Infrastructure. AND IT SIMPLY DOESN ‘EXISTS. IT Concerns Me Greatly Because Without It, Adoption Is Going To Be Slowed Due To Lack Of Access And Excessive Cost Trying To Match Gas Refill.”(ICE = petrol car, BEV = battery electric vehicle)


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