A sports centre concentrates almost all its footfall in two bands of the day. The installation has to be sized for those two hours, not for the average, and that changes the calculation completely.
A gym or a sports club has a usage pattern no other segment has: first thing in the morning and from seven to nine in the evening the car park fills up, and the rest of the day it is practically empty.
If the installation is sized by average occupancy, it cannot cope in the two bands that matter and members complain. If it is sized for the peak with no load management, a level of power is contracted that is paid for twelve months of the year to be used two hours a day.
And there is an added factor: the stay is short and predictable, between an hour and an hour and a half. Used well, that is what lets a single point serve several members in the same band.
With your footfall data, not with an annual average that describes no actual day.
Stays of a good hour let one point serve several members in the same band.
Included in the membership, discounted or billed, and with different terms by type of subscription.
Power shared between the connected cars so that in the critical hour they all charge something, instead of a few charging flat out.
The car park’s dead hours can generate revenue if they are opened up.
The member starts and pays on their own. Staff do not handle sessions.
In the seven-to-nine band there may be more cars connected than there is power to charge them all fully. The right answer is not to contract more power, because it would be paid for all year to be used two hours: it is to share the available power between the connected cars.
In a stay of an hour and a half, a member recovers enough for their daily use even at reduced power. The perception of service holds up and the fixed cost does not shoot up.
A sports car park is empty between ten and five. If the points are opened to the public in that band, they stop being a cost of serving members and start generating revenue, without taking availability from anybody, because the bands do not overlap.
It is configured by schedule and reversed whenever you want.
Both options are valid and many facilities end up combining them.
As a service included in certain types of membership, it works as a retention argument and as a way of selling the higher tier. As a billed service, the installation pays for itself and stops a few members monopolising the points.
The usual arrangement is to include it for the top memberships, bill the rest and open to the public in the dead hours. Those are three configuration rules, not three installations.
Non-residential car parks are subject to a minimum number of charge points above a certain size. Specifically: in existing buildings, article 4 of Spanish Royal Decree-Law 29/2021 requires one charging station for every 40 parking spaces or part thereof (up to 1,000 spaces, plus one more for each additional 100) in car parks with more than twenty spaces, and its deadline expired on 1 January 2023. For new build and refurbishment the rule is section HE 6 of the Spanish Building Code, which also requires ducting prepared for at least 20 % of the spaces.
Registration with the region.
Calls under Plan MOVES included public-use and public-access car parks. 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.
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.
It is worked out against the peak band, not the daily average. What matters is how many members arrive in electric cars between seven and nine in the evening, and how long they stay. With stays of an hour and a half, one point can serve more than one member in the same band.
Normally not. With load sharing, the cars connected in the peak band charge at shared power, and in an hour and a half that usually covers the member’s daily use. Contracting power for two hours a day is paid for twelve months of the year.
Yes, and you can also discount it only for certain types of subscription or bill it separately. It is a configuration rule by profile, so you can change it without touching the installation.
Yes, and in many cases that is what makes the installation pay. Between the peak hours the car park is empty, so opening up that band does not take availability from members and it generates revenue with the infrastructure already installed.
It is treated as one more band. Weekend peaks are usually different from weekday ones, and load sharing is configured by calendar, not only by hour.
Technical survey at no cost. With your footfall data we work out how many points you need in the critical band and whether your contracted power has to be touched at all.