\nchargers<\/strong><\/p>\n
There are also measures in AFIR governing how charging point
\noperators (CPO) offer payments. The goal is that users will be able
\nto seamlessly use and pay at any charging station in the EU, making
\nall new publicly accessible recharging points accessible to users
\non an ad hoc basis. Another important clause in AFIR is related to
\nthe display of pricing. According to AFIR, “Users of alternative
\nfuel vehicles should be provided with accurate price information
\nbefore the start of the recharging or refueling session.”<\/p>\n
This will ensure that EV drivers will not require membership of
\nthe any charging network. This is expected to increase the
\nutilization rate of the chargers. Although it may seem like
\nnetworks will lose the membership model, the higher utilization
\nrate of chargers could translate to better return on investment
\n(ROI) moving forward. This mandate is currently applicable to only
\nnew installations, however, all existing DC charging points along
\nthe European TEN-T transport axis should be able to charge ad-hoc
\nwith a debit or credit card by 1 January 2027.<\/p>\n
Combination of policies to tackle the charging What's more, EU policymakers are not only focused on improving According to the new directive, member states are required to Most charging still happens at home and this will continue for The EU wants to achieve net zero emissions by 2050. Among other Author: Srikant Jayanthan, Senior Research Analyst, Get daily insights and
\nissue<\/strong><\/p>\n
\npublic charging infrastructure. Recently, the European Union
\nparliament passed the Energy Performance Building Directive (EPBD),
\nwhich mandates new requirements for recharging infrastructure and
\npre-cabling in buildings and adjacent car parks at home and the
\nworkplace.<\/p>\n
\nsimplify, streamline and accelerate the procedure for installing
\nrecharging points, and remove barriers to installing recharging
\npoints in multi-apartment buildings. In new and under-renovation
\nresidential buildings with more than three parking spaces, at least
\none recharging point should be available, and pre-cabling should be
\nthere for at least 50% of car parking spaces and ducting of
\nrecharging points for EVs. Non-residential buildings with more than
\nfive car parking spaces should have at least one recharging point
\nfor five spots, and non-residential building with more than 20 car
\nparking spaces should have at least one recharging point for 10
\nspots.<\/p>\n
\nthe foreseeable future. According to S&P Global Mobility,
\ndomestic charging stations will account for more than 93% of all
\ncharging stations deployed in Europe in 2030 (see the chart
\nbelow).<\/p>\n
\nmeasures, the 27-member bloc hopes to meet its targets with the
\nwidespread use of EVs. The EU wants to have at least 30 million
\nzero-emission cars in operation by 2030, and this target will be
\ndifficult to achieve without a widespread, user-friendly EV
\ncharging network. The revised EPBD and AFIR are key in this regard,
\nand they are policy landmarks on the road to net zero by 2050.<\/p>\n
\nSupply Chain & Technology, S&P Global Mobility<\/strong><\/p>\n
\nintelligence by subscribing to AutoTechInsight.<\/strong><\/a><\/p>\n
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