AFIR Explained: What the EU Charging Regulation Means for EV Charging

AFIR brings new rules, deadlines and technical standards to EV charging across Europe, and it’s not always obvious which ones actually affect you. Some requirements only concern public chargers, while others also apply to private charging. In this article, we explain what AFIR actually means for charging point operators, charger manufacturers, and EV drivers.

Key facts at a glance:

• AFIR has applied directly across EU Member States since 13 April 2024.

• Public charging points must enable ad hoc charging, although the required payment options depend on charging power.

• CPOs must clearly show charging prices before a session starts and provide up-to-date charger data, such as location, power, and availability

• New technical rules are being phased in: certain new or renovated chargers must support relevant ISO 15118 standards from 2026, with ISO 15118-20 requirements following in 2027.

• Not every requirement applies to every charger. Public accessibility, charging power, location, and the installation or renovation date determine which rules are relevant.

The Alternative Fuels Infrastructure Regulation (AFIR) is an EU regulation that has applied across all EU countries since 13 April 2024. AFIR sets the rules for how alternative fuel infrastructure should develop across Europe, with EV charging playing a major role. Besides electric cars, the regulation covers infrastructure for hydrogen refuelling, electricity supply for ships, and electricity supply for stationary aircraft.

AFIR was introduced to create a more consistent, accessible, and interoperable alternative fuel infrastructure across the EU. Before AFIR, public charging could work quite differently depending on the country, operator, or network. Drivers could encounter different ways to start and pay for a charging session, limited information about the price beforehand, or difficulties finding reliable information about available charging points. At the same time, infrastructure and technical requirements varied across Member States. AFIR is gradually addressing these differences through common requirements and binding infrastructure targets that are being introduced step by step.

Its main goals include:

• expanding publicly accessible charging infrastructure

• making ad hoc payment easier

• improving price transparency

• improving interoperability between EVs, chargers, and charging services

• making charging information more accessible

• creating more consistent requirements across the EU

Operating public charging infrastructure comes with plenty of questions too: What payment options need to be offered? How should prices be displayed? What charging-point data needs to be shared with EV drivers? And which technical standards apply? AFIR provides a common EU-wide framework for many of these requirements.

AFIR applies across EU Member States, but not every requirement applies to every charging point. It mainly regulates publicly accessible charging infrastructure, while certain technical requirements can also apply to private charging points.

Which rules apply depends on the type of charger and the specific requirement.

For example, private home chargers do not need to meet AFIR requirements for ad hoc payment or public price transparency. Those rules are aimed at publicly accessible chargers. From 1 January 2027, however, certain newly installed or renovated private chargers must meet technical requirements such as EN ISO 15118-20.

A charging point is considered publicly accessible if it is located at a site or on premises that are accessible to the general public. It doesn’t matter whether the charging point is located on public or private property. Access can also be subject to certain restrictions or conditions, and the charging point may still count as publicly accessible.

A supermarket charger is a good example. The car park might be privately owned, but if customers can drive in and charge, the charger can still be publicly accessible. So, the key question isn’t who owns the land, but whether it is made available for use by the general public.

Here are a few everyday examples to make the difference clearer:

Depending on the type of charger, AFIR sets rules for payment, prices, charging-point data, technical standards, and how EVs and chargers communicate.

In the following sections, we'll take a closer look at the most important requirements.

Ad hoc charging basically means drivers can turn up at a public charger and charge without having a contract with the operator first. No subscription required. AFIR also sets rules for how they need to be able to pay, and this depends mostly on the charging power: The general rule is that the payment process must be secure and PSD2-compliant.

The 50 kW threshold is about charging power, not AC versus DC. In everyday life, chargers above 50 kW are usually DC fast chargers, and many AC chargers are below this limit, but that isn’t how AFIR defines the difference.

The regulation doesn’t mean charging apps, RFID cards, or subscriptions are going away. Drivers can still use an existing charging contract or mobility service. Ad hoc charging simply provides an additional option without requiring a prior contract with the operator.

Being able to pay easily is one thing. Knowing what you’ll pay before charging starts is just as important. That’s why AFIR also sets rules for how ad hoc prices are structured and displayed. According to AFIR, at charging points with a power output of 50 kW or more, the ad hoc price must be based on the price per kWh of electricity delivered. CPOs can additionally charge an occupancy fee per minute to discourage drivers from occupying the charging point for longer than necessary.

The price per kWh and any occupancy fee must be shown at the charging station before the charging session begins, making it easier for drivers to understand and compare prices.

For charging points below 50 kW, CPOs have more flexibility in how they structure the ad hoc price. However, all applicable price components must be clearly and easily available at the charging station before charging starts. Where applicable, they must be presented in this order:

• price per kWh

• price per minute

• price per session

• any other applicable price component

Since 14 April 2025, operators or owners of publicly accessible charging points have had to make certain data available free of charge. This helps charging apps and navigation systems show drivers useful, up-to-date information when they’re looking for a place to charge.

Since 14 April 2026, the data must follow the relevant DATEX II data model. This makes charging-point data more consistent across the EU and easier for digital services to use.

AFIR divides this information into static and dynamic data. Static data must be updated after a change and no later than 24 hours afterwards. Dynamic data must be updated no later than one minute after a change.

For CPOs, this means that simply publishing this information on their own website isn’t enough. AFIR requires this data to be available digitally through an API so other systems can access it automatically. Member States then make it available through their National Access Points, where charging apps, navigation systems, route planners and other services can pick it up and ultimately show it to drivers.

AFIR doesn’t only regulate things like payment and prices. It also sets technical requirements for how EVs and chargers communicate. To define how this communication should work, AFIR refers to standards from the ISO 15118 family. This means that certain newly installed or renovated charging points must comply with specific ISO 15118 standards.

Put simply, ISO 15118 is a collection of standards that helps EVs and chargers communicate with each other. The charger doesn’t just deliver electricity. The two can actually exchange information to enable more advanced functions, such as:

• Plug & Charge: Allows the EV to identify and authenticate itself automatically when connected, without requiring an RFID card or app.

• Smart charging: The EV and charger can exchange information, such as the battery’s State of Charge, to help decide when and how charging takes place.

• Bidirectional charging (V2X): Electricity can potentially travel both ways, allowing an EV to supply energy back to a home, building, or grid.

But here comes the small print: ISO 15118 support doesn’t magically unlock all these features. AFIR doesn’t require every charger to offer Plug & Charge or bidirectional charging. ISO 15118 provides the technical foundation, while the actual features also depend on the charger, EV, software, and charging setup. So, compliance with the standard does not guarantee that these functions will be provided, either now or in the future.

For AC and DC charger manufacturers, the AFIR rules mean that new products need suitable hardware and software to meet the technical requirements. For example, the go-e Charger PRO and go-e Charger CORE are already hardware-ready for ISO 15118, Plug & Charge, and future V2X applications.

For charger manufacturers and CPOs, there are two dates worth keeping an eye on: 8 January 2026 and 1 January 2027. The first step focuses on newly installed or renovated public charging points. From the beginning of 2027, the requirements go further and also bring private charging points into the picture.

Since 8 January 2026:

• Public AC and DC charging points: Newly installed or renovated charging points for both light- and heavy-duty EVs must comply with the relevant EN ISO 15118-1 to -5 standards, including EN ISO 15118-2:2016.

• Both AC and DC are covered: The requirement applies to Mode 3 AC as well as Mode 4 DC charging.

• Private charging is not included yet: The requirements introduced on 8 January 2026 do not apply to private charging points.

From 1 January 2027:

• Public AC and DC charging: Newly installed or renovated Mode 3 and Mode 4 charging points must comply at least with EN ISO 15118-20:2022.

• Plug & Charge: If a public charging point offers automatic authentication and authorisation such as Plug & Charge, it must support both EN ISO 15118-2:2016 and EN ISO 15118-20:2022. This helps keep it compatible with EVs using the earlier standard.

• Private charging joins in: Newly installed or renovated private Mode 3 and Mode 4 charging points must also comply at least with EN ISO 15118-20:2022. Mode 2 chargers are not subject to this requirement.

Smart charging means the charging power can adapt to what’s happening around it, for example, how much electricity is available or what the grid currently needs. For instance, features such as dynamic load balancing can help adjust the charging power to the electricity currently available. Under AFIR, publicly accessible charging points installed after 13 April 2024 or renovated after 14 October 2024 must support smart charging. Public chargers also had to be digitally connected by 14 October 2024.

Private charging is relevant too, but in a different way: from 2027, certain newly installed or renovated private charging points must support technical standards such as ISO 15118-20. These standards provide the basis for advanced functions such as smart charging, Plug & Charge, and bidirectional charging. This makes such functions technically possible, but it does not mean they are or will become available.

For CPOs and manufacturers, the practical question is simple: can the charging infrastructure communicate digitally and adjust its charging power when needed? This means making sure chargers support real-time connectivity, dynamic load management and ISO 15118 communication.

AFIR aims to make public charging work reliably across different EVs, chargers, and providers. In simple terms, drivers shouldn’t have to worry about whether their car will work with a particular charging station or network. For manufacturers and CPOs, this means making sure their charging infrastructure is compatible with different vehicles and charging services.

E-roaming means drivers can use charging stations from multiple operators with the same charging app, card, or contract. So, instead of signing up with every CPO separately, they can charge across various networks through their mobility service provider (MSP). AFIR requires MSP prices to be reasonable, transparent and non-discriminatory, and relevant roaming costs must be shown before charging starts.

AFIR also aims to make public charging easier to use for people with disabilities or reduced mobility. And sometimes, relatively simple details can make a big difference. This includes:

• enough space around the parking space

• avoiding unnecessary kerbs or other physical barriers

• placing screens and buttons at an accessible height

• making charging cables manageable for people with limited strength.

AFIR introduces its requirements step by step. Some already apply, while others are planned for 2027, 2030, and beyond. The timeline also differs for cars, vans, and heavy-duty vehicles.

There are two things happening at the same time. First, the rules for individual charging points are changing, for example, around payment and technical standards. Second, EU countries have targets for building enough public charging infrastructure.

• 13 April 2024: AFIR starts to apply across the EU. This includes new requirements for public charging, such as ad hoc charging and payment.

• 14 October 2024: Public charging points must be digitally connected. New public charging points must also be capable of smart charging.

• 14 April 2025: Public charging-point operators must make specified static and dynamic data available free of charge.

• 31 December 2025: The first AFIR infrastructure target for electric trucks and buses is reached: charging pools must cover at least 15% of the TEN-T road network.

• 8 January 2026: Updated technical standards start to apply to certain newly installed or renovated charging points.

• 1 January 2027: New ISO 15118-20 requirements apply to certain newly installed or renovated public and private charging points. Existing public chargers of 50 kW or more at specified TEN-T and secure-parking locations also become subject to AFIR's electronic payment requirements.

• 31 December 2027: Charging infrastructure for heavy-duty EVs must cover at least 50% of the TEN-T road network. Further targets also apply to safe and secure parking areas.

• 31 December 2030: Major infrastructure targets for cars, vans, trucks and buses must be reached across the TEN-T network.

AFIR has been in force since 2024, but its impact isn’t visible at every charging station just yet. That’s because not every requirement applies to every charger at the same time. It can depend on when the charging point was installed or renovated, its power output and where it is located.

Payment is a good example. Public charging points installed from 13 April 2024 already have to meet AFIR’s newer ad hoc payment requirements. But this doesn’t mean every older charger had to be upgraded overnight. Some requirements for existing chargers only take effect later.

That’s why drivers can still come across different payment options and charging experiences today. AFIR is already changing public charging, but it takes time for those changes to become visible everywhere.

AFIR does not only regulate individual charging points. It also sets binding targets for the rollout of charging infrastructure across the EU.

For electric cars and vans (vehicle category N1), AFIR basically looks at two things: how many EVs are on the road and where drivers need to charge them.

First, public charging capacity needs to grow along with EV adoption. From the end of 2024, Member States generally need to provide at least:

• 1.3 kW of public charging power for every registered battery-electric car or van

• 0.8 kW for every registered plug-in hybrid car or van

No, this doesn’t mean each EV needs its own 1.3 kW charger. It’s a countrywide target: as more EVs hit the road, the total public charging capacity needs to keep up.

Location matters too. Along the TEN-T core road network, charging pools for cars and vans generally need to be available at least every 60 km. Each pool must provide at least 400 kW by the end of 2025 and 600 kW by the end of 2027.

Electric trucks and buses are a different story from passenger cars. Since their batteries are much bigger, they need more power, and nobody wants a delivery truck spending half the day at a charger. That’s why AFIR sets separate, higher charging infrastructure targets for heavy-duty EVs.

The rollout happens step by step:

• By the end of 2025: Heavy-duty charging pools must cover at least 15% of the TEN-T road network in each direction.

• By the end of 2027: This increases to at least 50% of the TEN-T road network.

• By the end of 2030: Charging pools must be available at maximum intervals of 60 km along the TEN-T core network and 100 km along the comprehensive network.

AFIR also looks at places where trucks naturally stop for longer. By the end of 2030, safe and secure parking areas covered by the regulation must have at least four publicly accessible heavy-duty charging points of at least 100 kW each.

Cities are part of the plan too. By the end of 2030, each urban node must offer at least 1,800 kW of total public charging power for heavy-duty EVs, with individual charging points providing at least 150 kW.

AFIR doesn’t mean that every existing charger suddenly needs to be ripped off the wall and replaced. Whether an older charging point needs an upgrade depends on the specific requirement and, in some cases, whether it is renovated.

That’s particularly good news for those who already have a wallbox at home. For example, the new ISO 15118-20 requirements from 2027 apply to certain newly installed or renovated charging points. They don’t mean an already installed private wallbox magically becomes outdated on New Year’s Day 2027. Under AFIR, there is no date after which an existing private charger automatically becomes obsolete just because it doesn’t meet the newer ISO 15118 requirements. If it continues to work, you can continue using it.

There are some exceptions for existing public charging infrastructure. From 1 January 2027, for example, certain publicly accessible charging points of at least 50 kW along the TEN-T road network or at safe and secure parking areas must meet AFIR’s electronic payment requirements.

So, there’s no simple rule that says “old charger = upgrade”. You need to look at the specific AFIR requirement and which charging points it actually covers.

AFIR compliance can look complicated, but you don’t need to check every requirement for every charger. Start with a few basic questions to narrow down which rules actually apply.

1. Is the charger publicly accessible?

• Check whether the general public can access and use it.

• If yes, review the rules for ad hoc charging, payment, prices, and charging-point data.

• Check the applicable digital connectivity and smart-charging requirements.

2. What is its charging power?

• Check whether the charger is below or at least 50 kW.

• Make sure the required ad hoc payment option is available.

• Check how the charging price needs to be shown.

3. When was it installed or renovated?

• Record when the charger was installed or last extensively renovated.

• Use that date to check which technical requirements and deadlines apply.

• Don’t automatically count routine maintenance, such as replacing a cable, as renovation.

4. Where is the charger?

• Check whether it is located on the TEN-T road network or at a safe and secure parking area.

• For existing public chargers of 50 kW or more, check whether the 2027 electronic payment requirements apply.

5. What do national rules add?

• Check the national requirements that apply alongside AFIR.

• Don’t forget local registration, reporting and data obligations, such as those in Germany or Austria.

For manufacturers, AFIR isn’t just about what a charger can do today. Where it will be used, which standards it supports, and how it can evolve all matter.

1. Where will the charger be used?

• Check whether the product is intended for public, private, or both types of charging.

• Identify which AFIR requirements apply to those use cases.

• Remember that some technical requirements can also apply to private chargers.

2. Which deadlines apply?

• Check the technical requirements that apply from 8 January 2026.

• Prepare for the additional ISO 15118-20 requirements from 1 January 2027.

• Consider when the product is likely to be installed, not just when it goes on sale.

3. Is the hardware ready?

• Check whether the charger supports the required communication standards.

• Consider both the hardware and software needed for communication between the EV and charger.

• Think ahead to functions built on standards such as ISO 15118-20.

4. Can the charger evolve?

• Make sure software and firmware can be updated over the product’s lifetime.

• Consider how new or changing technical requirements can be supported.

• Think beyond today’s feature list when designing the hardware.

5. Are your product claims accurate?

• Be precise about terms such as “ISO 15118-ready” or “V2X-ready”.

• Clearly distinguish between hardware readiness and features already available today.

• Don’t equate AFIR compliance with specific features. A compliant charger does not necessarily have to offer Plug & Charge, V2X, or other functions, either now or later. 

Most AFIR requirements concern publicly accessible charging infrastructure, while certain technical requirements can also apply to private charging points, particularly new or renovated installations.

Here’s what actually matters for a private wallbox:

• Check the technical standards: ISO 15118-20 becomes particularly relevant for certain newly installed private charging points from 1 January 2027.

• Don’t confuse “ready” with “available”: ISO 15118 readiness doesn’t mean Plug & Charge or bidirectional charging is available or will be provided in the future. These functions are not automatically activated by compliance with the standard.

• Don’t forget national rules: AFIR is only part of the picture. Local installation and electrical requirements still apply.

go-e is well prepared for the new AFIR technical requirements. Several current go-e Chargers are designed to support the relevant ISO 15118 standards for both public and private charging, with the necessary hardware already built in and corresponding firmware available or planned.

The go-e Charger CORE, PRO CABLE, and PRO CABLE ME already support ISO 15118-2 with firmware version 60.5 or higher. Support for ISO 15118-20 is planned for Q4 2026. The upcoming go-e Charger Gemini Fix 3.0 series has also been designed with these requirements in mind and will support both ISO 15118-2 and ISO 15118-20, with the corresponding firmware planned for Q4 2026. Importantly, compliance with these standards should not be confused with support for specific features. It does not mean that functions such as Plug & Charge or bidirectional charging are available or will be provided in the future.

There is also good news for mobile charging. Mode 2 chargers are not subject to the AFIR ISO 15118 requirements. This means the go-e Charger Gemini flex and go-e Charger Gemini flex 2.0 models can continue to be put into operation in 2027. Looking ahead, the upcoming go-e Charger Gemini Flex 3.0 series is already designed to meet ISO 15118 requirements, even though this is not required for Mode 2 charging under AFIR.

AFIR applies directly across EU Member States, but national rules can add further requirements. CPOs therefore need to consider both AFIR and the applicable framework in the country where a charging point is installed or operated.

AFIR applies directly across the EU, so ignoring it isn’t really an option. But there’s no universal “AFIR fine” waiting for everyone who gets something wrong. Enforcement happens at the national level, so the consequences can differ from country to country.

Germany shows that AFIR non-compliance could get pretty expensive. A draft law approved by the Federal Cabinet in March 2026 proposes fines of up to €100,000 for incorrect or incomplete price information at public charging stations. So, forgetting a price component could eventually be a rather costly mistake.

This matters mainly for charging point operators. Non-compliance could mean, for example, offering the wrong payment options, not providing required charging information, or failing to meet an applicable technical requirement. Operators therefore need to check both AFIR and the enforcement rules in the country where their chargers are located.

For private charging, the situation is considerably less dramatic. AFIR doesn’t suddenly make every older home charger obsolete. If a stationary home charging point is installed in 2026, it does not need to meet the ISO 15118-20 requirements that take effect on 1 January, 2027 and can continue to be used afterwards. From 1 January 2027, however, newly installed or renovated private Mode 3 and Mode 4 charging points must comply with EN ISO 15118-20:2022.

Portable Mode 2 chargers are different. They are not subject to the AFIR ISO 15118 requirements, so a Mode 2 charger can also be newly put into operation in 2027 without ISO 15118-20 compliance.

AFIR replaced the Alternative Fuels Infrastructure Directive (AFID). The biggest difference between the two is how seriously everyone has to follow the same rulebook. AFID was a directive, so EU countries had some freedom in how they turned it into national law. Unsurprisingly, that didn’t always lead to the most consistent charging experience across Europe. AFIR introduces more detailed common requirements and binding infrastructure targets.

AFIR isn't the only EU legislation that affects EV charging. While many AFIR EU rules focus on publicly accessible infrastructure, the Energy Performance of Buildings Directive (EPBD) is especially relevant for charging at homes, workplaces, and other buildings.

EPBD introduces requirements for pre-cabling and charging points in new and heavily renovated residential and non-residential buildings, so more parking spaces at homes and workplaces are prepared for EV charging.

Depending on where and how a charging point is used, both AFIR and EPBD requirements may apply to a charging project.

• AFIR general overview

• Council of the EU: Fit for 55 – AFIR Targets for EV Charging and Alternative Fuels Infrastructure

• AFIR Charging Targets – Almost All EU Countries Meet Requirements

• Germany Plans Fines of up to €100,000 for AFIR Price Transparency Violations