(Finance) – In December 2022, the commercial vehicle market closed with another double-digit drop, -14.6% with 14,165 vehicles registered against 16,581 in the same month 2021. These are the estimates by the UNRAE Study and Statistics Centre.
The entire year 2022 – highlights the UNRAE – marks a decrease of 13% with 160,830 registrations (24 thousand vehicles less than in January-December 2021). The first part of 2023 should see a further contraction of the market, but with a possible recovery in the second part of the year, which would lead to an estimate for the whole of 2023 of a market volume of around 170,000 vehicles, equal to just 5.7 % more on 2022.
“The incentives intended only for electric commercial vehicles have not led to a more accelerated development of urban mobility of goods with zero or very low emissions, considering that of the 10 million allocated, only about 1.5 million have been used. Nor, therefore,
could revive the volumes of the market as a whole – says the president of UNRAE Michele Crisci –. The 2023 incentives, which can be booked from 10 January last, provide for a fund of 15 million intended, once again, exclusively for electric vehicles which represent only 2.6% of our market. These incentives cannot bring any benefit in contrast to the progressive
aging of our vehicle fleet, characterized – in June 2022 – by an average age of 14 years and still made up of over 42% of pre-Euro 4 vehicles out of a total of 4,180,000 units, for the complete replacement of which – in volumes present – it would take 22.5 years”.
To get real benefits are urgent measures are needed which – UNRAE reiterates – concern two precise interventions: extension of the incentive also to power supplies other than electricity (including diesel) against scrapping and with decreasing amounts according to power supply and mass; preparation of a suitable infrastructural network for public and private electricity recharges. To accelerate the creation of an adequate infrastructural network, according to UNRAE, it is necessary to introduce a 50% tax credit for investments in private fast recharges (over 70 kW) from 2023 to 2025; a rapid issuing of the implementing rules of the provisions on the matter; the indication of a precise and punctual timetable to establish both the mandatory objectives of the number of public recharging points (low and high power) by single geographical area and road type, and the creation of recharging infrastructures on the motorways, in line with the AFIR regulation.
“We hope – he concludes Criss – that the very recent DM signed by the Minister of MASE, whose contents we do not yet know in detail, satisfies all the needs posed by these delicate issues”.
The structure of the market in the first 11 months, compared with the same period of 2021, shows a drop in registrations of 23.7% for private individuals, to a 18.8% share (-2.7 pp), the self-registrations they lose 19.4% of volumes and drop to 4.9% share. Even the
companies drop by double digits: -14.7% to 42.2% share (-0.9 points), short-term rental with a 26.4% drop in registrations, stops at 4.5% representativeness. The long term rental it is confirmed as the only growing channel (+4.0%), with a share that reaches 29.6% of the total (+4.8 points). From the analysis of the engines, in January-November the diesel drops to 76.2% of the share, yielding 7.7 points, the gas continues to grow, reaching a share of 5.5% (+2.3 pp), LPG rises to a 3% share, methane reduces its representation to 1.2%. THE hybrid vehicles they continue to gain ground, with an 11.1% share (+5.1 pp), plug-ins represent 0.4% of the total and electric ones rise to 2.6% of the preferences.
There Weighted average CO2 of vehicles with GVW up to 3.5 t in the first 11 months it drops by 6.3% to 181.4 g/km (compared to 193.5 g/km in the same period in 2021)