EU encounters obstacles in establishing High-Powered Charging infrastructure by 2030
In the pursuit of a sustainable future, the implementation of the Alternative Fuels Infrastructure Regulation (AFIR) is crucial for the expansion of charging infrastructure for heavy-duty vehicles (HDV) across Europe. However, recent findings suggest that the AFIR targets may lead to disparities among EU member states, with some countries potentially having double the required infrastructure, while others could fall significantly short.
Continuous engagement with relevant stakeholders, including vehicle manufacturers, Charge Point Operators (CPOs), grid operators, and public authorities, is essential for successful infrastructure development. This engagement is crucial for long-term success in implementing a tailored strategy for effective AFIR implementation.
Public support schemes should be designed to avoid market distortion while ensuring seamless travel throughout Europe. To this end, proactive grid planning is critical, with National Regulatory Authorities (NRAs) ensuring grid operators accommodate the growth in public charging demand. Grid capacity maps and streamlined administrative processes are essential for efficient infrastructure deployment.
The AFIR targets could cover 130% of the public charging needs under the 'Current Policies' scenario, suggesting a potential surplus. However, under the 'Industry Plans' scenario, the mandated charging infrastructure might only cover 71% of the public charging needs. This highlights the need for a more targeted approach.
Transport & Environment (T&E) proposes a 'tailored' charging roll-out approach to align AFIR targets with actual needs. They recommend proactive grid planning as a priority for EU member states. T&E suggests fast-tracking the implementation of the Renewable Energy Directive's (RED III) crediting mechanism to support early-stage charging infrastructure.
To bridge the gap at initially unprofitable locations, public funding should be deployed in a non-market distorting manner. Smart tendering strategies that bundle high and low utilisation locations are recommended to avoid creating operational subsidies dependencies. Constructing fewer but higher-powered charging hubs in some regions to vary with actual projected needs is another strategy proposed by T&E.
A market-led approach involving all stakeholders to align public charging requirements with projected HDV traffic and adapt AFIR targets accordingly is also recommended. Fast-tracking the RED III crediting mechanism and using smart tendering strategies can help achieve a robust and sustainable HDV charging network by 2030.
Moreover, it's essential to ensure Transmission and Distribution System Operators (TSOs and DSOs) expand their capacities in advance of demand. Streamlining and harmonizing administrative processes for grid connections is crucial to facilitate quicker setup of charging infrastructure.
Belgium, Denmark, Germany, Lithuania, Malta, the Netherlands, Austria, Poland, and Sweden may provide only a lower-than-required supply of charging stations for heavy trucks by 2040 if the AFIR targets are not adjusted. These nine EU countries are involved in an initiative to expand fast charging infrastructure but face challenges in meeting future demand without adapting the AFIR goals.
Significant disparities exist among member states, with some countries like Cyprus potentially having double the required infrastructure, while others like Austria could have only 16% of the needed infrastructure by 2040. Addressing these disparities is crucial for a sustainable and equitable transition to electric mobility across Europe.
