L’Antitrust spoke a few days ago on what is contained within the document “Measures for the definition of the tender schemes relating to the tenders to which motorway concessionaires are required pursuant to Article 37, paragraph 2, letter g), of Legislative Decree 201/2011“In particular, the Antitrust Authority has expressed its opinion on the topic of charging stations on the motorwayindicating which should be the minimum power of the charging points and the minimum number of operators present in each station. These are observations made to “promote competition as much as possible”.
Going into the details, the Antitrust underlines how it is necessary that at each charging station they must be present at least two operators. In this way, electric users will have the possibility to compare the different offers. Furthermore, it will be possible to ensure fair competition between operators, avoiding monopolies.
Having said this, with regard to the plurality (“at least two”) of Charging Point Operators (CPO), envisaged for all classes of AdS, the Authority believes that it maximizes the competitive pressure between operators, thus being more effective in preventing the formation of pockets of market power among the CPOs active along the Italian motorways compared to what could be obtained by resorting only to competition between recharging points located in several AdSs of each motorway section. In fact, the comparison between offers located in different AdS, in addition to being obviously less immediate than that between operators located within the same area, could also in many situations prove to be an option that is concretely not feasible due to the lesser range of journeys of the companies. electric cars versus those powered by internal combustion engines. The coexistence of at least two PCOs for AdS is therefore certainly desirable, especially in the current phase in which the entire electric mobility chain is being defined. Therefore, it is very important to ensure maximum competitive openness, so as to prevent as much as possible future unwanted market structures characterized by pockets of market power.
The Antitrust also adds that, despite the contrary positions of some operators, it does not see technical obstacles due to their coexistence. In any case, it will be up to the motorway concessionaire to guarantee the right spaces.
Instead, speaking of the minimum power for recharging, the Antitrust highlights that the energy supply points they should not deliver less than 100 kW. The goal, of course, is to shorten the time for a full energy boost as much as possible. Furthermore, according to the Antitrust Authority, the electric car sector will only be able to grow if it is possible to recharge quickly on the motorway too.
In this regard, in light of the significant progress made in recent years, and taking into account the type of charging service on the motorway, it is believed that the ultra-fast charging points to be installed in the motorway AdS must necessarily be equipped with a power equal to or greater than the 100 kW, capable of allowing recharging times substantially similar to those of traditional refueling. In fact, although the current fleet of electric vehicles currently in circulation is made up of cars with batteries at powers below 100 kW, it is believed that the hoped-for development of the Battery Electric Vehicle (BEV) market will only take place if it is available, even in the motorway sector, a network of recharging points with higher power than 50 kW, precisely in order to reduce recharging times which represent the greatest obstacle to the spread of electric vehicles.
Finally, the Antitrust also speaks of the minimum duration of the credit lines fixed in 5 years and which can be increased up to a maximum of 15 years, based on some assessments also related to the infrastructure level of the service areas.
First of all, the provision of a minimum duration of 5 years, which can be increased based on the infrastructure needs of the area, appears to be a measure that allows CAs to be guaranteed sufficient flexibility in the assignment, in particular, of electric charging services. , which have a “greenfield” nature in this first phase of new credit lines and for which the relationship between the investments necessary for the construction of infrastructures and the period necessary for their repayment is not yet supported by concrete market experiences, but only by forecasts and hypotheses business.