The document discusses establishing infrastructure for alternative fuels like electric vehicles. It provides current statistics on electric vehicles and chargers in Croatia and the EU. The scope of the IDACS project is described, which aims to support better information on alternative fuel availability through unique identification codes for charging infrastructure operators and mobility service providers. Objectives include establishing systems for issuing these codes at a national level and making infrastructure data available through National Access Points.

2. By setting new goals related to the framework of
climate and energy policy and reducing CO2 emissions,
the need arose:
- to accelerate the introduction of infrastructure for alternative fuels
- for identification of alternative fuels infrastructure
- for providing information on the availability of such infrastructure in real-
time
- for making static and dynamic data available through Internet platforms

3. Current situation – number of electric vehicles and
chargers for EVs, growth rate
Croatia – 3.027 BEV cars and vans
EU – 2.100.532 BEV cars and vans
Croatia – 1.076 PHEV cars and vans
EU – 2.007.500 PHEV cars and vans

4. Croatia – 18,80% Croatia – 14,7%

5. Croatia - 1.068 publicly accesible recharging points
EU – 394.885 publicly accesbile recharging points

6. Scope of the IDACS project
• The Project Support Action „IDACS” has been set up by the European Commission to support Member States in setting up data
collecting for alternative fuels and making the data available through the National Access Points (NAP). Also, the goal was to
develop an effective EU-wide coordination mechanism to assign unique identification codes to charge point operators (CPOs) and
e-mobility service providers (EMSPs).
• The PSA had a duration of three and a half years (2019-2022), and its Consortium consisted of 15 Member States: Austria, Belgium,
Czech Republic, Croatia, France, Germany, Greece, Hungary, Lithuania, Luxembourg, The Netherlands, Poland, Portugal, Slovenia
and Spain.

7. Objectives and aim of IDACS Project
The objectives of PSA IDACS:
• to support better consumer awareness and buy-in to the use of alternative fuels through better information about the
location/availability of alternative fuel infrastructure;
• to support a structured market development through an EU-wide approach for the assignments of ID codes to e-mobility
actors
The aim was achieved in two phases:
Phase 1:
• establishment of a unique format and system for introducing ID codes for participants in the process of filling/supplying
alternative fuels in traffic
• establishment of IDRO, assignment and registration of ID codes for charging infrastructure operators (CPO ID codes) and
charging service providers (MSP ID codes) by IDRO, and establishment of a national register (repository) of issued ID codes;
• exchange of data (CPO ID codes and MSP ID codes) between the national registry and IDRR;
• registration procedure of EVSE ID codes and EMA ID codes through the IT system, which will be input data for NAP.
Phase 2:
• Establishment of a NAP, i.e. an accessible portal (platform) with high-quality and comprehensive static and dynamic data on
the filling/supply infrastructure for alternative fuels in real time (protocol/format translation, metadata preparation,
connection to a digital map, establishment of B2B, integration in NAP with static and dynamic traffic data in real time).

8. E-mobility Identification Codes (ID codes)
PURPUSE AND USAGE
• E-mobility ID codes are IDs with a national country code for Mobility Service Providers (MSP) and Charge Station Owners
(CSO) or Charge Point Operators (CPO).
• These unique IDs for organizations that manage charge stations or offer charge services to EV drivers are needed to identify
these organizations for international billing and data exchange.
• Issuing and managing codes for EV driver contracts and charging stations ensures that charging stations can be found
throughout Europe and that transactions for access and payment are reliable.
• The ID code consist of two parts: the first part to identify the CSO/CPO and MSP and the second part to identify the
individual recharging point and contract within these organizations.
• The IDRO (ID Registration Office) issues only the first 5 digits of - IDs for CSO/CPOs and MSPs, and the CSO/CPO and MSP
issue the second part to identify respectively the specific charge point (EVSE) or contract (EMA).
• The role of IDRO in the Republic of Croatia is performed by the CRO IDRO - unit within the Ministry of the Sea, Transport and
Infrastructure.
• For the CSO/CPO this total ID of part one and two is called EVSE-ID (Electric Vehicle Supply Equipment) and for the MSP this
is called the EMA-ID (Electric Mobility Account).They are conceived by CSO/CPOs and MSPs purely as identifiers.
Consequently, they are not meant to contain other information and should not be considered as marketing tools.

9. Example of EVSE ID
• Part one is the CPO code, issued by IDRO, which consists of the designation of the
country in which the code was issued and the indication of the CPO
• Part two consists of the character type identifier and charge point ID

10. Example of EMA ID
• Part one is the MSP code, issued by IDRO, which consists of the designation of the
country in which the code was issued and the indication of the MSP
• Part two consists of the character type identifier, contract ID and and check digit

11. IDRO and general rules
PURPOSE:
• The purpose of an ID Registration Office (IDRO) is to supply IDs with a national country code for
Mobility Service Providers (MSP) and Charge Point Operators (CPO).
• According to ISO 15118, each ID starts with a country code. Therefore, the countries are always
responsible for issuing these codes. However, it is possible that multiple countries outsource the
execution of the IDRO to a common organisation, whilst at the same time keeping the countries
responsible and accountable for their (own or outsourced) national IDROs.
• Issuing and managing codes for EV driver contracts and charging stations ensures that charging
stations can be found throughout Europe.

12. GENERAL RULES
For submitting and managing IDs there are several general rules that must be taken into account:
• MSPs and CPOs and/or location owners can request an ID when they have a proven legal entity. A legal entity is defined as a
natural or legal person. A location owner is defined as the entity who owns the charge points to be identified with the ID.
• A natural or legal person shall request its first ID in the country where they are legally based.
• A natural or legal person that requests an ID may be legally based in a different country than where the ID is requested.
• EVSE IDs (IDs for charge points) can be used in other countries, as it is only an identifier. Any laws or regulations that might be
applicable can be based on the country location of an EVSE and should not be based on the country code.
• A natural or legal person can request several IDs.
• Companies that are both MSP and CPO need 2 IDs: a provider ID for the MSP role and the identification of EV Driver contracts
and an operator ID for the CPO role to identify charge points. This can be the same string of characters, as the different purpose
of the code is specified via the ‘Type character’ in the codes. That string of characters must remain unique to the company. An
identical ID cannot be given to one EMP and another CPO belonging to different organizations.
• An ID Registration Organization may ask a cost covering fee to supply and maintain the codes; this can be a one-time fee and/or
yearly fee. ID Registration Organizations are free to do this as long as it is clearly mentioned to the applicant of an ID.
• Provider ID and Operator ID are only valid when published on the website of the ID Registration Organization website. Other IDs
may not be used.
• An ID code cannot be sold or transferred to third parties.

13. Differences between EV Charging station, Charge point &
Charge outlet

14. Recharging Pool
A recharging pool consists of one or
multiple recharging stations and the
accommodating parking lots. The
recharging pool is operated by one
charge point operator (CPO) at one
location/address and GPS coordinates.
Recharging Station
A Recharging Station is a physical
object with one or more recharging
points, sharing a common user
identification interface. All the
physical“human-machine” interfaces
are located at the recharging station.
Some recharging stations have a
badge/RFID reader, buttons,
displays, LEDs.

15. Recharging Point/Electric Vehicle Supply Equipment (EVSE)
The electric energy is delivered through a recharging point. A recharging point may have one or several connectors (outlets or
plugs) to accommodate different connector types. Only one can be used at the same time. A recharging point is defined by:
Recharging one vehicle at a time. In other words: per recharging station the number of recharging points and (dedicated)
parking spots are equal.
Connector
A connector is the physical interface between the recharging station and the electric vehicle through which the electric energy is
delivered:
• A plug on a cable (one side consists of a ‘male’ plug and the other side of the ‘female version’). The plug of one side of
the cable fits into the outlet of the recharging point and the plug on the other side of the cable fits into the inlet on the
vehicle.
• A plug attached on an inseparable cable of the recharging station (common for fast recharging stations). This plug fits
in the inlet of the vehicle.
• An induction plate.
• A pantograph.

16. Types of EV recharging connectors (plugs)

17. National Acces Point (NAP)
Definition of NAP
In several delegated acts from the EU the National Access Points are defined in
different ways, but with the following common parts:
• a mechanism for accessing, exchanging and reusing transport-related data
• to establish a digital layer interlinking all of the elements of transport. Building
up this digital architecture involves open and common interfaces and an
efficient, but secure data eco-system
The establishment of NAP is essential; to facilitate access, easy exchange and reuse
of transport related data, in order to help support the provision of EU-wide
interoperable travel and traffic services to end users

18. Data sharing via NAP
The following data elements are shared with the electric charge point NAP :
• Static data:
– Location
• GNSS coordinates
• Address (street name, zip code, city,…)
– List of available charge-solutions (Power, Modes)
– List of available connectors (plugs, sockets, induction plate...)
– Opening hours, identification and payment methods,
– Contact info for owner/operator
– Full e-mobility code of the charging point (EVSE ID)
• Dynamic data:
– Availability (if the station is operational/ non-operational) and
– Occupation status (free, occupied)
– Price for ad-hoc charging

20. Thank you for your attention!