Rapid technological developments and regulatory demands have put the charging network in Spain in jeopardy.
With the entry into force of the AFIR Regulation in April 2024 and the ICT/155/2020 regulations for the metrological control of shippers, CPOs must adapt their points to the new requirements.
However, much of this equipment has not yet been amortized, creating uncertainty about the investments needed for its modernization.
In this context, Joel Martín, Sales Manager at VEGA Chargers, assures Mobility Portal España that retrofit is a key strategy to guarantee operational continuity without having to replace all the equipment.
Among the most urgent changes, the charging power stands out.
“Years ago, 22 or 50 kW chargers were installed on expressways, but today the minimum standard should be 150 or 200 kW,” he explains.
What are the locations to consider? According to the specialist, highways and expressways.
“In urban areas, where users spend an average of two to five hours, we can still rely on solutions of up to 22 kW without much problem,” he says.
This must be accompanied by compliance with cybersecurity requirements, metrological control and payment solutions, with the ability to operate with voltages of up to 1,000 V.
“At VEGA Chargers, we are always one step ahead of regulations to assist our customers so they can continue operating normally,” he says.
During the development phase of its solutions, the company already considers future modifications necessary, with the aim of optimizing the user experience.
For his part, Alejandro Valdovinos, Public Affairs Manager at Circontrol, emphasizes that 70% of current chargers are managed by eMSPs (Mobility Service Providers) operators.
“This is a controversial issue, as a high percentage of chargers have not been amortized, nor will they be amortized in the next two to four years,” he says.
According to Valdovinos, adapting to the new mandatory functionalities often involves a significant investment or even the replacement of the point.
“This is an exemplary reading for those promoters of charging infrastructure who have prioritized price as the most relevant attribute when selecting a supplier,” he says.
He added: “In the long term, this becomes a partner for the next 10 to 15 years.”
Regulations and update costs
From July 2024, all fast-charging points in the EU must be equipped with contactless payment terminals to facilitate access for users.
According to Valdovinos, the adaptation of DC chargers can cost between 20% and 25% of the value of the equipment, while the adaptation of AC equipment could represent up to 40% of the total cost.
In addition, from January 2027, new devices will have to meet mandatory metrological requirements to ensure the accuracy of the energy supplied.
By 2029, this requirement will also apply to “refueling” points already installed, which could accelerate the need for retrofit or replacement.
This is stipulated in Order ITU/1475/2024, which modifies Order ICT/155/2020, whose Annex XX establishes metrological requirements for publicly accessible chargers in AC and DC.
CPOs and eMSPs that operate publicly accessible chargers must communicate to REE (Red Eléctrica Española) and the CNMC dynamic data on the availability of charging stations and tariff variations through the OCPI protocol.
In the case of CPOs, this real-time data transmission will be carried out through their own platforms.
However, for charging points without an identified operator, data exchange must be managed through neutral platforms or by the manufacturers themselves, who must provide this information through their systems.
“This requirement will be mandatory by the end of 2025,” says the Public Affairs Manager.
Since mid-2024, Circontrol has been developing a retrofit schedule for DC chargers, in collaboration with a large part of its clients for more than a decade.
“By 2025, this process will be extended to metrological adaptation,” he emphasizes.
Is retrofit the only viable solution?
For some industry players, the most effective strategy is to upgrade already installed chargers rather than replacing them entirely.
“Retrofitting is essential to prevent thousands of charging points from becoming obsolete prematurely,” says Wojtek Siudzinski, CEO of Gaia Charge, in conversation with Mobility Portal España.
Siudzinski points out that one of the main problems is the lack of connectivity in many devices.
“A large part of the stations in Spain were installed without an Internet connection, which makes it impossible to monitor them and makes their maintenance difficult,” he said.
In this sense, Gaia Charge has developed the EVorada system, which allows existing chargers to be modernised in just an hour and a half, adding functionalities such as auto-charging, Plug&Charge and advanced connectivity.
Another challenge is compatibility with updated protocols.
“Many points still operate with OCPP 1.5 or 1.6, which are already more than ten years old,” he says.
He explains: “With OCPP 2.0.1, operators can access real-time data on equipment status, temperature and preventative maintenance.”
In this context, Siudzinski questions the feasibility of forcing CPOs to update all existing refuelling points.
“Many of these new regulations do not apply retroactively, meaning that many older chargers will simply reach the end of their useful life without being modernized,” he says.
The expert stresses the importance of investing in an infrastructure that is prepared for the next 10 to 15 years.
“Retrofitting should not only focus on complying with current regulations, but also on ensuring that the equipment is compatible with future generations of electric vehicles,” he says.
Given this situation, some manufacturers are developing solutions that allow chargers to be updated continuously as new needs arise.
