Dr. Franziska Lietz, lawyer in energy and environmental law, was a guest in this episode of the podcast. We talked about law and laws around the electromobility. Although we were able to work out, the legal requirements in some cases have a positive impact on electromobility, but on the other side, however, it can be determined that the sometimes very complex requirements also brake the expansion of electromobility.
First, we have made our topic of electricity price and EEG surcharge. We talk about which new energy-law roles are the providers of charging current and operators of electric vehicles, which create new obligations from which new obligations arise and pay attention to in practice. Another focus of the conversation is the question of which difficulties can bring the loading of a service vehicle at home for the employee and how to solve this practical. In order to remain all this at the end not only gray theory, Franziska has illustrated the topics due to its practical experience with many tangible examples.
It can be held right at the beginning that not the e-car or the charging option is the challenge for companies and employees, but the resulting power consumption. The process referred to in the language of the lawyers as “final consumption” follows the seizure of a number of duties and levies, in particular the EEG surcharge.
The EEG surcharge will be charged in Germany to any final-consumed kilowatt-hour electricity to finance the funding payments to EE plant operators. Numbers must always have the EEG surcharge of the electricity to the immediate final consumer, ie z.B. the operator of an electric car, supplies. And so a company that can be offered by the offer of charging options, z.B. For guests or employees who want to drive e-mobility, unexpected EEG-taxed “electricity supplier”. In this role, the person or. the company then pay attention to the EEG some obligations, z.B. The obligation to report the quantities submitted and to pay EEG levy. Franziska explains in the podcast, which simplifies the law here allows to keep the bureaucratic effort for the charging current provider as low as possible.
Special features apply if large energy-intensive companies receive privilegings for electricity prices, such as.B. The (not undisputed) so-called. Special compensation control, after which the EEG surcharge is reduced under certain conditions. Especially with such companies, it is crucial that exactly between reduced self-consumption or third flow (Z.B. Submission of charging current to e-cars from third parties is distinguished). Happen here mistakes, z.B. By mistaken specification of a third quantity as self-consumption, the whole privilege in millions can be eliminated, so that the topic of third-party limits – also far beyond electromobility – is a politician for these companies for years.
At this point we have decided on a spontaneous excursus to the new CO2 price, which should replace the EEG surcharge piece by piece. Franziska explains that the EEG surcharge and also the privilege of special compensation control all power consumption equally exposes or relieves – regardless of whether it is green or gray flow. The CO2 price, however, sets on the energy carrier used (ie z.B. Natural gas or coal in the power plant, diesel in the vehicle). This is the energy that originates from fossil sources is compared to “green” energies, z.B. Electricity from a wind farm, more expensive. With increasing CO2 prices, “green” electricity will become more favorable in the future and are expected to make e-mobility even more attractive.
At the end of the episode, we still have to talk about which interactions arise when an employee invites his e-company car at home with electricity from his own PV system. Although this seems politically and ecologically a total of welcome, here again the already discussed “electricity suppliers” -dilemma come to bear: if the operator of the company car is the employer, the employee supplies this with electricity. Because then it is no longer privileged self-consumption, the PV current is then no longer EEG contribution-free. Franziska explains which solutions are considered in practice according to the current law in practice and why they do not always suffice in the result in order to make the use of employee vehicles really fully reliable and to enable a practical implementation.
Our conclusion is then: The regulations are complex, but most of the most is currently – partly with a little too much effort and costs – implementable. In order to make it even easier for private individuals, companies and their employees in the future, to change the environmentally friendly electromobility, the legislator is in demand to create simplifications that are actually arriving in practice.
You are welcome to send me questions about e-mobility by mail, which deal with you in everyday life. The answer to it could also be of interest to other listeners of the podcast. As always, reviews, comments and co. Of course I am happy. So gladly, also for the topic suggestions already mentioned. And about a positive rating, at the podcast provider of your choice, I am of course very happy! thank you.
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