How to Plan a Charging Network in a Municipality: Where to Install Charging Stations and What Power Rating to Choose

The development of an urban public charging infrastructure requires planning that takes into account the mobility needs of the local area, the characteristics of the available spaces, and the capacity of the local power grid. Powy supports municipal governments in evaluating and developing charging projects, with configurations to be determined based on the characteristics of the sites, expected demand, and the technical and economic conditions of each project.

The expansion of charging infrastructure is part of the European framework for the development of low-emission mobility, as outlined in Regulation (EU) 2023/1804 (AFIR), and of national policies supporting the ecological transition, including the measures set forth in the National Recovery and Resilience Plan (PNRR). These instruments serve as guidelines for the sector’s development, with different objectives and scopes of application, and complement national provisions governing the planning, installation, and management of charging infrastructure.

1. Local Needs and Urban Zoning

Planning a public charging network begins with an analysis of the local area and the distribution of potential demand points. The choice of technologies and power ratings must take into account parking habits, the intended use of the areas, road networks, the presence of existing infrastructure, and the availability of electrical power.

At this stage, dividing the territory into functional areas helps identify the configurations that should be examined in greater detail through dedicated technical and economic assessments:

• High-density residential areas with limited private parking: neighborhoods and residential areas where public charging offers an opportunity for users who do not have a garage or an equipped parking space. Depending on the duration of parking and projected demand, AC charging solutions (AC) can be considered, typically ranging from 7.4 to 22 kW, subject to the characteristics of the charging station and the grid connection.
• Service, retail, and public office hubs: areas where the demand for charging is linked to the use of services, errands, and work-related activities. Depending on the duration of stays and the turnover of parking spaces, solutions such as AC, direct current (DC up to 50 kW), or mixed configurations may be considered, with power ratings to be determined based on identified needs and the technical feasibility of the site.
• Modal transit hubs: train stations, park-and-ride facilities, and areas near local public transportation, where parking duration varies significantly depending on the parking facility’s function and the type of commuting. The choice of technology and power capacity must take into account the actual duration of vehicle stays, access flows, and the available capacity for connectivity.
• Transportation corridors and transit routes: connecting roads, suburban routes, and service areas where charging meets the needs of those making medium- to long-range trips or requiring brief stops. In these contexts, DC stations and high-power charging solutions—including HPC (High Power Charging, over 100 kW)—may be considered, subject to an assessment of traffic flows, potential demand, and grid power availability.

Zoning is not a rigid criterion: different types can coexist within the same urban area and must be evaluated in light of local specificities. Final sizing requires a detailed analysis of the identified sites and consultation with the distribution system operator (DSO) regarding connection conditions.

2. Illustrative example of zoning (typical municipality with approximately 25,000 residents)

The following table presents a preliminary methodological framework for organizing the analysis of the territory. The configurations and capacities indicated are for guidance only: they do not represent prescriptive standards or a sizing scheme that can be automatically applied to a municipality with these demographic characteristics.

To move from the conceptual phase to the design phase, it is necessary to assess the distribution of existing charging stations, potential demand, the accessibility of parking spaces, compatibility with traffic flow, any urban planning constraints, and the feasibility of the electrical connection. The number of residents is merely a preliminary contextual factor and is not, on its own, sufficient to determine the number or power capacity of the required charging stations.

3. Use Cases and Regional Presence

Powy ’s experience in various regional contexts serves as a reference for illustrating some of the approaches adopted in the development of public charging infrastructure. The following case studies differ in terms of site distribution, infrastructure type, and urban context.

• City of Bolzano: The project includes over 30 charging stations, integrated with technological solutions for monitoring parking space occupancy. The initiative serves as an example of the integration of charging infrastructure with tools that support the management of public space.
• City of Rome: Powy is contributing to the development of the city’s public charging network through an infrastructure expansion plan, which includes more than 20 planned new installations. The project is part of the effort to promote electric mobility in the urban area.
• City of Milan: The project involves the development and expansion of the public charging network, with over 50 active charging stations and additional installations planned as part of an investment plan totaling several hundred thousand euros. The initiative aims to gradually expand the availability of the service throughout the city.
• Municipality of Nardò: The project integrates alternating current (AC) and direct current (DC) charging infrastructure, designed to meet specific usage needs and site characteristics. The initiative includes solutions to support the charging of electric school buses, demonstrating how planning can address diverse local mobility needs.

These examples show how the planning of public charging infrastructure may require different approaches depending on urban characteristics, land use, and the conditions for network development. The transferability of individual solutions must be assessed in relation to the specific context in which they are to be implemented.

4. Contract Templates and Development Phases with the Public Administration

The collaboration between a municipal government and a charging infrastructure operator (CPO) can be structured through various administrative and contractual approaches, to be determined based on the characteristics of the project, the availability of sites, the investment model, and applicable regulations.

Models of Collaboration

• Procedures for installation on public land: Depending on the applicable framework, the project may be initiated through a procedure launched by the local authority or following an application submitted by an operator. The local authority assesses the availability of space, traffic compatibility, and the conditions for land use. The applicable regulations define the responsibilities of the parties, the conditions for the construction and management of the infrastructure, any financial obligations, and the duration of the agreement. In models where the operator bears the investment costs, construction is contingent upon verification of the technical and economic feasibility of the identified sites. The allocation of costs for design, supply, installation, operation, and maintenance is determined based on the scope of the project and the commitments undertaken. The potential application of the Single Property Fee (CUP) and the related procedures are assessed in accordance with current legislation, municipal regulations, and the characteristics of the land use.
• Municipal Planning and Collaboration with the Operator: The municipal administration establishes the planning guidelines within its jurisdiction, identifies the needs of the local area, and assesses the availability of public spaces. The operator contributes to the technical and economic evaluation of sites and to the analysis of possible infrastructure configurations. The division of responsibilities regarding design, permits, grid connection, installation, service provision, and customer support is determined on a case-by-case basis.

To learn more about models of collaboration between municipal governments and operators, you can consult the Motus-E guide for establishing a network of public charging stations and the sample municipal ordinance.

The Operational and Implementation Process

The development of a public charging infrastructure requires the coordination of administrative, technical, and operational activities across successive phases:

1. Administrative framework and definition of the relationship with the entity: identification of potentially suitable areas, verification of space availability, and definition of the administrative process. Depending on the model adopted, the guiding documents, competitive selection procedures, authorization applications, and agreements necessary to regulate the use of the areas are finalized.
2. Site Analysis and Design: Detailed assessment of site characteristics, hardware configurations, and electrical connection requirements through on-site inspections, surveys, and technical documentation, in coordination with the relevant municipal offices and the distribution system operator (DSO).
3. Permit requirements, construction work, and installation: scheduling of implementation activities based on the necessary permits and coordination among the parties. The work may include excavation, laying of cable ducts, foundation footings, electrical installations, placement of stations and signage, in compliance with safety and accessibility standards and the traffic code.
4. Electrical Connection, Testing, and Service Activation: The connection to the grid is managed in coordination with the DSO. The timeline depends on the technical solution, power availability, and any necessary grid work. Once the work and acceptance testing are complete, the infrastructure is activated and made available to users, and maintenance and support activities begin in accordance with the established agreements.

These phases are provided for informational purposes only and do not imply a rigid sequence applicable to every situation, nor do they allow for the predetermination of uniform timelines or guarantee specific connection dates, which depend on the progress of the work and the technical timelines of the third-party entities involved.

5. Essential Authorization Framework

The national legal basis for the construction of charging infrastructure on public land is Article 57 of Decree-Law No. 76 of July 16, 2020 (converted, with amendments, by Law No. 120 of September 11, 2020), which can be consulted in its current version:

• Authorization Procedure: Article 57 governs various aspects of the procedure, providing, among other things, in paragraph 14-bis, specific provisions regarding the application to the road-owning entity and the authorization concerning construction and the use of public land, for which it establishes a minimum duration of ten years depending on the relevant scope of application. The specific procedure and necessary requirements must be assessed in light of the authority’s regulations and the characteristics of the site.
• Areas subject to landscape or cultural restrictions: Where protections under Legislative Decree 42/2004 apply, it is necessary to verify the opinions and authorizations issued by the relevant authorities. The simplified interagency coordination process may be initiated when the legal requirements are met. Design solutions and the visual integration of the hardware are defined in accordance with the requirements set forth by the relevant regulatory bodies.

Compliance with regulations regarding plant safety, electrical compliance, the Highway Code, accessibility, and signage remains mandatory.

Frequently Asked Questions (FAQ)

What is the financial commitment for the administration under concession models?

The agency’s financial commitment depends on the collaboration model and the contractual agreements. In models where the operator bears the investment costs, expenses related to the design, supply, connection, installation, and management of the infrastructure may be covered by the CPO, subject to a positive assessment of the technical and economic feasibility of the individual sites. The absence of direct investment by the Authority must be evaluated on a case-by-case basis in light of the terms of the agreement, the necessary network works, and any charges established by local regulations.

How is the parking of vehicles in the spaces managed?

Article 158, paragraph 1, subparagraph h-ter, of the Highway Code prohibits parking in spaces reserved for charging by vehicles that are not charging or that remain in the space for more than one hour after charging is complete. The one-hour limit does not apply between 11:00 p.m. and 7:00 a.m., with the exception of high-power charging stations. From a service perspective, these requirements may be supplemented by management tools such as session-based disincentive fees (idle fees) and technological systems for monitoring the occupancy of public spaces.

What happens if a site has historical or architectural restrictions?

Where historical, cultural, or landscape restrictions apply, the project must be reviewed in accordance with Legislative Decree 42/2004 and the requirements of the relevant Superintendency. Whether to seek specialized opinions or convene a services conference depends on the nature of the restriction and the type of work involved. Powy supports the administration by evaluating solutions with low visual impact, compact equipment, and finishes consistent with the urban context.

How is the power output of charging stations determined?

Power requirements are determined based on mobility needs, average parking duration, the number of planned parking spaces, and the available capacity of the local power grid. The planning process evaluates solutions such as AC, DC , or mixed configurations. The sizing specifications shown in the zoning diagrams are general guidelines and require specific technical and economic analyses for each individual location.

How long does it take to build infrastructure?

The overall timeline depends on the administrative process followed, the formal availability of the sites, the complexity of the civil engineering work, and the time required for the local distributor (DSO) to connect the project to the grid in accordance with ARERA parameters. A detailed and reliable schedule can only be developed after a preliminary site analysis has been conducted and the connection estimate has been formalized.

Methodological Note

The zoning examples, the power ratings indicated, and the configurations described are provided for illustrative purposes only and do not constitute binding specifications or configurations that can be automatically replicated. Each project requires a specific analysis of technical, urban planning, regulatory, and economic feasibility, as well as verification of the conditions for connection to the distribution grid. References to completed or planned projects are based on information released by Powy in press releases regarding individual initiatives; data regarding investments, the number of charging stations, and progress status should be considered in the context of the timing and scope of the relevant press release. The activities attributed to the operator are limited to the role contractually assumed and to the agreements formalized with each local government.

About Powy

Powy a company that owns, develops, and manages Italy's leading independent network of public charging infrastructure for electric vehicles.

Founded in Turin in 2018, Powy is at the forefront of the transition toward more sustainable mobility, offering an innovative charging infrastructure that uses 100% renewable energy—whose origin is certified by Guarantees of Origin (GO)—on its proprietary network, Powy.

Powy 's network includes quick, fast, and ultra-fast charging solutions strategically placed in public and private parking lots, supermarkets, shopping malls, and transportation hubs to ensure maximum convenience and accessibility for EV drivers. Each station is equipped with advanced technologies to provide a reliable and efficient charging experience.

Press Office: press@powy.energy