The automotive industry is placing ever greater focus on electric mobility. Yet in Italy, zero-emission cars are struggling to take off. The blame lies with a slow and inefficient bureaucracy. Here, according to Nissan's CEO, is what would help.
We have often discussed the advantages of electric mobility. And the industry, as the recent CES in Las Vegas and Detroit Motor Show have demonstrated, is heading in this direction. At present, electric traction appears to be the best transport solution — concrete, practical and accessible — for mitigating the impact of transport on climate change. Why? An electric vehicle produces no CO2 during use, generates no polluting emissions and produces no particulate matter. The reduction in noise pollution is significant, and maintenance costs are lower (and there is no engine oil to dispose of).
More advantages of electric mobility? Free entry and parking in Area C in Milan and in the restricted traffic zones of Italy's main cities; no restrictions on circulation during traffic bans; exemption from vehicle tax for a minimum of five years up to the entire life of the car; reduced maintenance costs; lower refuelling expenditure; reduced insurance costs.
Yet in Italy, electric mobility is failing to take off. As Repubblica has also reported, the blame lies entirely with an inefficient bureaucracy that is not even making use of the available public funds. According to the newspaper, of the 50 million euros allocated over three years for the installation of charging points, from 2013 to 2015, the state has so far spent only 6,286. A scandal also denounced by the Court of Auditors, which is now pressing the Ministry of Transport to "accelerate to the maximum", with a particular focus on fast charger points — those that allow an electric car to be recharged in under 30 minutes.
But what would concretely be needed to incentivise electric mobility? Bruno Mattucci, managing director of Nissan Italia, has explained this by outlining an ideal roadmap. Nissan is the manufacturer that, thanks to cars such as the Leaf (sold in 250,000 units), has become the world leader in electric vehicles and which, recently, among its many initiatives, has brought electric mobility to the underground network in Milan and to airports in Rome.
Here, in six points, is what Italy should do to support the use and uptake of low-emission cars. One can only wonder whether the Government is listening…
Italy is currently burdened by some significant delays that are in practice slowing the uptake of electric vehicles. In particular, we consider the introduction of direct purchase incentives — which would bring the cost of electric vehicles closer to that of their internal combustion counterparts — to be especially urgent and a priority. This is, in our view, the primary factor limiting the spread of electric mobility in our country. Several studies have shown that purchase price and ownership costs play the decisive role in consumers' purchasing decisions. Despite technological advances, the efforts made by manufacturers and low running costs, the cost of electric cars is still higher than that of conventional cars and therefore represents a significant barrier to purchase.
The provision of state incentives for purchasing, both direct and indirect, would be fundamental, bringing Italian legislation in line with that of the majority of EU countries. A system of national purchase incentives for electric vehicles is in place in almost all EU countries, where sales volumes have recorded a clear and sustained increase over time, and it is an indispensable factor for any real investment in mobility. Among the measures that could be adopted in this regard to support electric mobility, electric vehicles could be included among the goods and services subject to the reduced VAT rate (preferably at 4 per cent), which we believe should be accompanied by the introduction of a dedicated incentive. But direct purchase incentives could also take different forms:
We believe it is appropriate to address at an institutional level the main critical issues still present in the sector and to promote the implementation of pilot projects, such as applications for the bidirectional exchange of energy between vehicle and grid. In countries where the regulatory environment is more favourable, Nissan has already begun testing "Vehicle 2 Grid" technology, which allows electric mobility to integrate fully into the national energy grid, contributing to its ability to manage and store renewable energy more efficiently and cost-effectively. Electric vehicle owners can thus connect to the grid to charge their car batteries during the time slots when energy tariffs and demand are lowest, and then use the stored electricity in their homes or offices, or sell it back to the grid during higher-tariff periods, generating a return. The development of innovative solutions, including energy management services using "second life" batteries, is also a path worth pursuing.
Still on the subject of integration between electric vehicles and the energy distribution system, the definition of preferential tariffs for connecting a new supply and for the use of electricity to charge vehicles, both in public and private settings, could certainly constitute a further incentivising factor. Today, the cost of connecting a new supply amounts to approximately 70 euros/kW and can therefore represent a significant barrier to investment, particularly for small and medium-sized businesses. Furthermore, we believe it would be useful to introduce a "roaming" system for holders of smart cards linked to a supply contract for charging electric vehicles. A system of this kind would have the effect of promoting interoperability, allowing electric vehicle owners to charge using their smart card at any charging point, regardless of the company with which they have a contract.
Another indispensable element in facilitating the spread of electric mobility is the creation of an integrated, widespread network of charging infrastructure that takes into account both local needs and all the most recent technological innovations. We therefore strongly support the Government's commitment to ensuring that charging infrastructure can be built quickly. We call in particular for the rapid implementation of the "National infrastructure plan for the charging of electrically powered vehicles". Furthermore, it will be essential to address the issue of charging points on major and high-traffic roads, starting with the Italian motorway network, with a view to making electric vehicles an ever more complete substitute for conventional ones, in all circumstances and modes of travel for Italian families and businesses. In addition, especially at municipal level, it will be vital to introduce every possible form of incentive and administrative and urban-planning simplification to increase the installation of new charging points.
Among the open issues still to be regulated in the area of electric mobility is the management of parking at charging points. Today, the phenomenon of illegal parking in the vicinity of charging stations is very common, and risks penalising the use of electric vehicles. We believe it is necessary to introduce an explicit stopping prohibition for vehicles not engaged in charging operations, analogous to the existing provisions on parking in spaces reserved for loading and unloading goods. In our view, any violation of the prohibition should be sanctioned not only with a financial penalty but also with the removal of the vehicle. Furthermore, we believe it is necessary to modify horizontal and vertical road markings so as to unambiguously identify the spaces reserved for electric vehicles. Signage should be standardised at national level with the identification of a single, clearly visible colour, such as green.