A municipal charging network is not judged on the day it opens but three years later, by how many points are still working. We take on the installation and also keeping them operational.
There are a good many municipalities in Spain with charge points installed and out of service. It is not an equipment failure: it is that the contract ended at the installation.
A point on the street is out in the weather, exposed to knocks and vandalism, and its connection drops like that of any connected equipment. If nobody is monitoring, nobody finds out until a resident complains. And if the tender documents did not set out who operates, who bills and who repairs, there is nobody to turn to.
The result is worse than not having installed at all: visible public infrastructure that does not work, which is exactly the opposite message to the one the investment was meant to send.
Where it makes sense to put points according to land use, available electrical network and real demand, not just where there is room.
Access and connection with the distribution network operator, certification and coordination with municipal technical services.
With the signage, accessibility and protection that public use requires.
Tariffs, billing to the citizen, roaming and settlement to the council. With no administrative burden for the authority.
Monitoring and an SLA, with a periodic report of real availability per point.
The data required to account for the subsidy, in the format needed.
A point in a municipal car park is protected, has a supply nearby and has access control. One on the street is exposed, often requires its own connection and occupies public land, with everything that implies in paperwork and signage.
It is worth not treating them as a single line in the tender: the costs, the timescales and the risks are different.
It is the most useful recommendation we can make to a municipal engineer. Tender documents that only specify equipment and power get points installed. Tender documents that specify a committed minimum availability, a response time and a periodic report get a network that works three years later.
The difference in cost between the two is small. The difference in outcome is everything.
A closed municipal network is used by the residents who have signed up. An interoperable one is used by anybody passing through the municipality with their usual app, tourists included. For a public network, requiring interoperability in the tender is what separates infrastructure that gets used from one that is merely symbolic.
Before the tender we can contribute the preliminary technical study: what power is available at each candidate location, what is viable, on what timescales and with what investment. It is information that helps draft realistic tender documents, and that avoids putting out to tender something the grid cannot take.
During the tender we bid with the complete solution: installation, operation and maintenance with committed availability.
And afterwards, what matters: a periodic availability report per point, which is what lets the council demonstrate that the investment works.
If the municipality has or is going to have a low-emission zone, charging infrastructure is part of making it workable: restricting access for the most polluting vehicles without offering anywhere to charge the clean ones leaves the measure half done.
Installation on the street requires the corresponding authorisation and coordination with municipal services. The instrument is usually not a licence but a concession over public property: a fixed post on the street is private use of the public domain, and that brings it under articles 78 and following of the Spanish Regulation on Local Authority Assets. In practice it is awarded by tender, with its specifications, its term and its fee, so it is worth planning for that lead time rather than treating it as a building-permit formality.
Registration of the installation with the region.
Calls under Plan MOVES treated local authorities as eligible beneficiaries for publicly accessible infrastructure. It is worth knowing that this programme is no longer open: MOVES III stopped accepting applications on 31 December 2025, and the Auto+ Programme that replaces it only subsidises the purchase of the vehicle, not the installation. The one national scheme that does fund infrastructure, MOVES Corredores de Recarga, is aimed at operators of publicly accessible charging alongside eligible stretches of road, and its first application window closed on 10 February 2026. For an installation of your own, today you have to look at the regional schemes, which neither open at the same time nor cover the same things.
In a public tender, the preliminary technical study can be delivered before the tender documents are drafted.
We visit the site, measure the power available in the supply and define which solution fits. With no commitment.
We size for what you will need five years from now, not for what you need today. Extending later costs more than planning for it now.
Technical report or full project, certification before the authorities, and dealings with the distribution network operator if the power needs upgrading. We handle it.
Works, assembly and real charging tests with a vehicle.
Tariff and access permission configuration, registration on the management platform and handover of the full documentation. From here the network is live and monitored.
On commissioning day everything works. The problem shows up later: the connection drops, a user forces the connector, the firmware falls behind, the electricity tariff changes and nobody adjusts the prices.
That is why we monitor every point we install and respond to any incident without waiting for your call.
We can contribute the preliminary technical study: power available at each candidate location, viability, timescales and estimated investment. It is objective information that helps draft realistic tender documents. Drafting them is a matter for the contracting authority.
A committed minimum availability per point, a maximum response time for incidents, a periodic availability report and interoperability with other platforms. Without those four, the contract guarantees points installed but not a network that works.
Charging is billed through the platform at the moment of the session, with the price visible before it starts, and the council receives the settlement with the breakdown. There is no billing to manage for the authority.
An existing network can be taken on. We start with an audit of its condition: inventory, firmware versions, communications, protective devices and connectors. With that report you know what has to be repaired before an availability level can be committed to.
Yes, and they are usually two projects worth planning together: the fleet charges at municipal premises overnight and the on-street points serve citizens by day. The same management infrastructure covers both.
Technical survey at no cost, for existing networks too. We tell you what is there, what state it is in and what it would take to commit to a real availability level.