Charging network for cars, how are we in Italy? The Motus-E report


The charging infrastructure is; certainly a topic on which a lot is being debated in Italy. In fact, for more & ugrave; parts is asking for acceleration to create a truly capillary network that can allow the spread of electric cars. But at what point are we really in Italy? What should be done to speed up the creation of this network? These are questions that the last tries to answerMotus-E report taking a picture of the state of the charging infrastructure in Italy .


Although 2021 was difficult due to the evolution of the pandemic, the report highlights a growth in both the charging network in Italy and the spread of electric cars. Compared to 2020, recharging points in Italy increased by + 35%, corresponding to +6,700 units. Specifically, in December 2021 in Italy there were 26,024 recharging points and 13,233 infrastructures (stations or columns) in 10,503 locations accessible to the public .

Compared to the first Motus-E survey in September 2019 (10,647 charging points), there is a growth of + 143% and an average annual growth of + 48.4%. Motus-E highlights the data for 2021 regarding the infrastructures installed. In fact, 13% are still inactive. An important figure but still lower than in the past. In December 2020 it was 22%, then dropped to 15% in June 2021, and to 12% in September 2021. This is a signal that we are working to shorten the activation times of the new columns, which are often very long due to red tape. However, you can & ograve; do even more & ugrave; to minimize the waiting times for the activation of the new columns.


The report then dwells in describing the technical characteristics of the Italian charging infrastructure.

In terms of power, 94% of the charging points & egrave; in alternating current (AC), while 6% in direct current (DC).

More in detail, 17% of the points & egrave; at slow charging (with installed power equal to or less than 7 kW), 73.6% at accelerated or fast charging in AC (between more than 7 kW and 22 kW), a 3.6% fast AC (up to 43 kW), 3.6% fast DC (up to 50 kW) and the remaining ultra-fast (or high power), of which 1.5% up to 150 kW and 1.0% over 150 kW .

Although there aren't many Fast charging points yet in an absolute sense, compared to 2020 growth is; was important.

Against a total increase of + 5% in the charging points between September and December, those with power between 44 and 50 kW grow by + 23%, those over 50 kW by + 11% and those above 150 kW grow by + 45%.

Therefore, in Italy the network is growing. There is however, work still needs to be done on Fast and Ultrafast points which are very important as they allow electric users to travel over long distances. Obviously, & egrave; It is important to place the right types of columns according to the contexts. For example, Ultrafast points are suitable for installation in places such as rest areas.


According to the report, approximately57% of the infrastructures are; distributed in Northern Italy , about 23% in the Center, while only 20% in the South and the Islands. 34% in the provincial capitals and the remainder in the other municipalities. Lombardy with 4,542 points, alone owns 17% of all points. Following, then, Lazio, Piedmont, Veneto, Emilia Romagna and Tuscany. Together, these regions have 65% of the charging points.

As for the topic of the charging infrastructure on the Motorway , the Motus-E ratio indicates the presence of 1.2 charging points per 100 km of motorways . A curious fact emerges from the report. Italy has more vehicle charging points in the UK, France, Germany and Norway. Our country & egrave; second only to the Netherlands. A fact that must not deceive as it is; the penetration of electric vehicles to be more late than in other European countries.

This also means that, to date, the Italian network is; suitable for the fleet . However, we must not stop, the network must grow and fill some gaps, especially in terms of Fast charging points and those present on motorways.

Italy has more electric vehicle charging points in the UK, France, Germany and Norway. We are late on vehicles, not on public charging infrastructures.


To continue the development of the charging infrastructure, Motus-E believes that bureaucratic simplification interventions are necessary and harmonization as well as public contributions in order to make the public charging business sustainable in the short term. The association, therefore, lists 11 interventions that should be carried out.

  • The use of a unified approach between the various municipalities, and for this Motus-E has prepared a simple, effective and fast draft regulation that can help municipalities in drafting their own regulations;
  • The inclusion of recharging infrastructures among the cases that are exempt from the Single Asset Fee, in order to reduce the pressure on a business that today is; still unsustainable and in an emerging phase;
  • An increasingly more dialogue; profitable between DSOs and CPOs. As Motus-E in 2021 we signed a memorandum of understanding with e-distribution and Utilitalia in order to commit the distribution network operators and the e-mobility market operators to collaborate towards a shared goal: the progressive spread of mobility electric;
  • The sharp reduction in connection times by energy distributors (DSO). In particular, the DSOs need to provide CPOs with tools such as information sharing platforms that allow them to identify upstream the areas with the greatest active potential and efficiently plan the powers to be installed according to the load status of the geographical area in question. There & ograve; will consent; also to consider where to install the installations before submitting the proposal to the municipality;
  • The planning together with the DSOs of the positioning of the ultra-fast installations (High Power Charger) on the medium voltage network, in such a way as to identify interesting nodes from the traffic point of view but compatible with the distribution networks and their available power;
  • The reshaping of recharging rates and connection charges in order to reduce fixed costs (in particular for high-power recharges) and favor the integration of vehicles with the electricity grid;
  • The publication of tenders for the construction of the recharging infrastructures envisaged by the PNRR;
  • The creation of a control room that acts at national level to standardize what is done, at different speeds, at regional and local level. In particular, we consider it urgent to review the PNIRE and its infrastructure diffusion targets;
  • Centralize responsibility; financing and monitoring of public infrastructure installations;
  • The creation of the Single National Platform (PUN) with the mapping of all public access columns;
  • The application of the legislation existing regarding the ban on parking of non-charging vehicles in charging bays, given the growing phenomenon of illegal parking on these bays.

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