The EU has just cleared this by lifting all the biggest producers who think the deadline is too short: The future of electric vehicle mobility. By 2035, no car will need to run on gasoline anymore. On the other hand, the advantages of electricity are indisputable: zero emissions, three times more More efficient, lower maintenance costs, lower fuel charges. However, for now, this still isn’t taking off as it should despite the growth of production cars and new registrations. Although the levels of fine particulate matter are always out of control, despite the investments that are announced every year. On the other hand, China is also heading in the same direction. With a potential audience of over 1 billion intermediate consumers already today One third of all cars sold in the world. By 2025, the share of electric cars in Dragon will rise to 20% of the total, at least 5 million cars annually.
Here there are some nodes that we can define as a system. It will be necessary to overcome it once and for all. There is no national plan that specifies a minimum percentage of areas to be electrified in large car parks, new car parks and public car parks. An approach similar to that taken today for electric vehicles will be needed to ensure a proportion of parking spaces for persons with disabilities. The rule that clearly specifies the percentages of parking spaces that parking lots – those of new construction but also those already in existence – must allocate to recharging electric vehicles and when they are to be completed.
It is necessary to simplify the licensing process towards local authorities Competent in the matter (usually municipalities, energy distributors, distribution network manager). It may be useful to take up this issue with a dedicated office that acts as a single point of contact for licensing. A fast, automated digital process with specific deadlines allows you to optimize investments and lead times.
There is uncertainty in the timing of the activation of a new counter Both at low and medium voltage. Related to the license to install a new medium voltage substation (activity involving both the distributor and the municipality due to the need for a building permit). To date, the power distributor is the actor deciding the timing and approval: yet there is no certainty that the infrastructure (the so-called installation of the POD and MV substation) will be achieved within the expected time and cost. On the other hand, power distributors should clearly prioritize building mid-size cabins and allocating PODs for general recharging. On the other hand, their impartiality towards all actors must be ensured and clearly supervised.
Not everything works correctly on the highway network: There is uncertainty about the applicability of the procurement law, which seems to be confirmed by the transport authority but at the same time most operators offer to install recharging infrastructure at their expense (without fees to concessionaires). Not forgetting the competitive scenario: at this point in its development, it would be most logical and beneficial to reject the PNRR to concretely support several original and innovative realities. Impartiality and fairness should be ensured towards all operators, in particular by public entities or concessionaires, and even proactively excluding certain actors on certain occasions (in order to avoid the emergence or preponderance of a single actor, for example the “national champion” of electricity).
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