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A high penetration of electric vehicles (EVs) will deeply impact the management of electric power systems. To avoid costly grid reinforcements and the risk of load curtailment due to EV charging, indirect load control via adapted economic signals is a solution proposed by many utilities. Charging costs can be reduced with a domestic tariff applied only to EV charging using a dedicated load measurement method while enhancing the flexibility offered by EVs. We develop a game-theoretical model expressed and treated as a mathematical programme with equilibrium constraints (MPEC) to capture the interaction between a national regulatory authority (NRA) designing these tariffs and heterogeneous agents. First, we analyse the conditions in which EV-only tariffs can be applied for domestic slow charging sessions by comparing different energy profiles. Second, we study the impact of EV charging on different tariff structures to identify the most efficient way of recovering network costs. Submetering with a pure volumetric tariff can bring yearly gains varying from $64 to $110 compared to a flat rate. This depends on the share of investment in grid reinforcement that remains to be made. Finally, we derive policy implications from the results and earmark more sophisticated tariff designs for further investigation.

Vehicle-to-Anything (V2X) is an umbrella term to explain the use of Electric Vehicle (EV) batteries to derive additional value during times of non-use. V2X services generate revenue from the battery asset through dynamic (V1X) or bi-directional (V2X) charging to provide benefits to the electric grid, to reduce energy consumption of buildings and homes, or to provide backup power to loads. While relatively unknown and still regarded as a nascent technology, V2X exhibits low capital costs and enabling costs have decreased by 90% since 2014. We present the V2X Value Stream Framework as a means to better communicate and categorize its full economic potential. A meta-analysis of Value Stream potential gives results contradictory to the literature and indicates that Bill Management, Resource Adequacy, and Network Deferral are more valuable than Energy Arbitrage and Spinning Reserves. We distinguish between Energy and Power Value Streams and show how the latter cause less battery degradation and allow for greater stacking of services. Finally, energy policy recommendations are given to better integrate V2X. While we concur that development is of and by the market, we emphasize that V2X will develop within the constraints of the regulatory environment; therefore regulators have an enabling role to play.

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International audience; Tight cell-cycle regulation of the histone H4-K20 methyltransferase PR-Set7 is essential for the maintenance of genome integrity. In mammals, this mainly involves the interaction of PR-Set7 with the replication factor PCNA, which triggers the degradation of the enzyme by the CRL4CDT2 E3 ubiquitin ligase. PR-Set7 is also targeted by the SCFβ-TRCP ligase, but the role of this additional regulatory pathway remains unclear. Here, we show that Drosophila PR-Set7 undergoes a cell-cycle proteolytic regulation, independently of its interaction with PCNA. Instead, Slimb, the ortholog of β-TRCP, is specifically required for the degradation of the nuclear pool of PR-Set7 prior to S phase. Consequently, inactivation of Slimb leads to nuclear accumulation of PR-Set7, which triggers aberrant chromatin compaction and G1/S arrest. Strikingly, these phenotypes result from non-enzymatic PR-Set7 functions that prevent proper histone H4 acetylation independently of H4K20 methylation. Altogether, these results identify the Slimb-mediated PR-Set7 proteolysis as a new critical regulatory mechanism required for proper interphase chromatin organization at G1/S transition.

This paper proposes a support mechanism for energy storage devices for island power systems where intermittent renewable generation is rapidly growing. We base our proposal on the maturity level of storage devices (Chen and al., 2009) and on the linear model for the development of innovations (Foxon et al., 2005). We focus on storage technologies that can be technically developed in island power systems and that achieve the technical needs of these systems. We conclude that the horizon when the power storage shall extend to prevent the development of intermittent renewable generation from being thwarted in these systems, a feed-in tariff with a price varying within the time of day must be put in place.

La réforme des industries de réseaux est une des grandes transformations économiques structurelles des trente dernières années. Importante par son étendue (transport aérien, télécoms, gaz, électricité, chemins de fer, services postaux, etc.), la réforme des industries de réseaux est également exemplaire par son contenu économique (Newbery, 2000). Les industries de réseaux présentaient des caractéristiques spéciales qui semblaient jusqu’alors les séparer de la plupart des autres industries rec...

This paper first reviews some of the main contributions of the new institutional economics to the analysis of the process of competitive transformation of network industries. It shows that neoinstitutional analysis is complementary to the microeconomics of rational pricing, since it accounts for the decisive role of an institutional framework adapted to new transactions. It emphasizes the importance of the political reform process, which draws on the conditions of attractiveness and feasibility to define an initial reorganization of property rights in these industries. The paper then analyzes in this light some of the main challenges ahead for electricity regulation: the question of investment in generation capacities and the link to long term contracts, the regulation of wholesale market power, the support to Renewable Energy Sources for Electricity (RES-E) and the design of new regulatory authorities.

International audience; A recent study from the Centre for Solar Energy and Hydrogen Research Baden Württemberg (ZSW), reports that in early 2015 over 740,000 electric cars were on the road throughout the world. This is a drop in the ocean compared to the 74 million ICE cars sold last year. However, latest statistics on the sale of electric cars indicate that the market is booming with no less 320,000 vehicles registered in one year, as well as an exponential growth rate of sales worldwide.These results came as no surprise to researchers from the Armand Peugeot Chair, who held the Second International Conference in Paris in December 2014. A previous issue of the International Journal of Automotive Technology and Management (‘Electromobility challenging issues’, Vol. 15, No. 2, 2015) called attention to the fact that the emergence of electromobility has generated three critical challenges for the markets, the industrial processes and the business models of the traditional automotive industry. More specifically, it discussed issues regarding innovation and service transition, issues regarding grid-integration and service-aggregator actions, and lastly issues regarding supportive public policies (Donada and Perez, 2015). How have these challenges evolved one year later, a year during which this new electromobility industry has been booming? This special edition presents five emblematic researches on the issues raised during the sessions of this 2014 conference.

International audience; Electric vehicle (EV) industry is still in the introduction stage in product life cycle, and dominant design remains unclear. EV companies, both incumbent from the car industry and new comers, have long taken numerous endeavors to promote EV in the niche market by providing innovative products and business models. While most carmakers still take 'business as usual' approach for developing their EV production and offers, Tesla Motors, an EV entrepreneurial firm, stands out by providing disruptive innovation solutions. We review the business model approach in the literature, then classify the innovation dimensions in the EV ecosystem. We study Tesla Motors in terms of: (i) innovation related to the vehicle, (ii) innovation related to the battery (iii) innovation concerning the recharging system, and (iv) innovation toward the EV ecosystem. Lessons for incumbent carmakers for their EV business model design: Tesla Motors 1) holds a product strategy entering from high-end market and moving to mass market, with a high level of innovation adaptation and learning by doing; 2) pays considerable attention to reduce range anxiety by high performance supercharger station network and high capacity battery; 3) shows a very high level of integration of information technology into many aspects of the EV business model, such as advanced in-car services and digital distribute channel; 4) shows a new value configuration which involving in high level of vertical integration towards battery and recharging network. All these lessons of this chapter would be worth the attention of the carmakers if the disruptive choices of Tesla succeed in challenging the dominant design.

International audience; Electric vehicles (EVs) are not a 21st century innovation. They first surfaced during the early days of the automotive industry, and continued evolving until the rise of Fordism. During that period, EVs dominated the market but, within a matter of years, they disappeared in favour of internal combustion vehicles (ICV). Throughout the 20th century, researchers, engineers, experts and consultants encouraged manufacturers to launch new EVs, but each attempt led to failure.Today, EVs (full electric, hybrids, plug-in hybrids, as well as hydrogen fuel cell vehicles) are resurfacing through a wide range of projects and in a number of different ways. First, EVs are no longer considered to be experimental concept cars, but rather are incorporated into the production plans of mainstream manufacturers (e.g., Zoé by Renault, Leaf by Nissan, Prius by Toyota, DS by PSA, BMW i by BMW). Second, new entrants to the marketplace like Tesla Motors or BYD are bypassing the barriers that traditionally controlled entry into the automotive industry and are instead positioning themselves within the elite circle of car manufacturers (Donada, 2013). Third, the EVs resurgence does not focus solely on the vehicles themselves but also on a set of associated services such as car-sharing, battery rental, charging infrastructures, and vehicle-to-grid (V2G) systems. Operating these services are many non-automotive companies such as energy and service providers, battery producers, telecoms, and internet companies; all of which are motivated stakeholders in the new ‘electromobility’ industry. Electromobility has much more to offer than simply EVs sold to individuals or fleets. It also refers to the use of electric powertrain technologies, in-vehicle information, vehicle-to-vehicle communication systems and dedicated infrastructures that enable the use of personal or collective EVs. Therefore, the electromobility industry in fact corresponds to the ecosystem of stakeholders contributing to electromobility products and services.Numerous researchers in the fields of management and economics, in engineering sciences, or in political and social sciences, have analysed the development of electromobility in terms of its ‘raison d’être’ and principle consequences. Their studies have been disseminated through books (Ehsani et al., 2009; Calabrese, 2012) and in academic papers published in general or specialised reviews (Aggeri et al., 2009; Sioshansi and Denholm, 2009; San Roman et al., 2011). The authors generally consider electromobilityto be a solution to various mobility issues due to its compliance with fuel efficiency and emission requirements, as well as market demands for lower mobility costs and constraints. Additionally, electromobility can be considered a contributing factor in protecting collective public goods like local public health (via reduced urban air and noise pollution), stabilising the effects of global warming by reducing sulphur dioxide (SO2), nitrogen dioxide (NOx) and carbon dioxide (CO2) emissions, and increasing energy security by creating conditions for energy independence that also serve to reduce the impact of oil price fluctuations.

International audience

International audience

RESUMEN El propósito de este trabajo es analizar los efectos de las reformas de la regulación en los sistemas eléctricos insulares y extrapeninsulares españoles (SE IE), más concretamente, para el caso de las Islas Canarias. Teniendo en cuenta los diferentes modelos de regulación y funcionamiento del sector, así como las particularidades de los sistemas eléctricos aislados, hemos estudiado los posibles efectos del desarrollo de la Ley del Sector Eléctrico de 1997 y las leyes de ámbito autonómico en Canarias. La principal conclusión es la existencia de un modelo de integración y organización del sector que presenta problemas para que funcione eficientemente un mercado liberalizado de electricidad, pero que podría ser mejorado con algunas medidas complementarias. ABSTRACT In this paper we carry out a study of the effects of electricity regulatory reforms for the territories outside the Spanish Peninsula (SEIE), and specially, for the Canary Islands. Taking into account the different models of regulation and functioning of this industry, as well as the peculiarities of the isolated electrical systems, we have studied the possible effects of the development of the Law of the Electrical Sector 97 and the laws of regional level in Canaries. The principal conclusion is the existence of a model of integration and organisation that presents problems to allow an efficient functioning of the liberalized market of electricity but that might be improved by complementary measurements.