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The number of public charging stations grew more slowly. TML estimates that the EU had 195,082 public charging stations in May 2026, 21% more than a year earlier, while the network now contains approximately 1.2 million public charging points. ACEA compares that with a European Commission target of roughly 3.5 million points by 2030.
Capacity is growing faster than station count
The difference between the two growth rates is significant. A 29% increase in installed charging capacity alongside 21% growth in station count indicates that expansion is not only coming from adding more locations: the nominal power available across the network is also increasing faster than the number of stations.
Using the rounded 1.2 million public-point figure, 41.6 GW equates to roughly 35 kW of installed capacity per public charging point on a simple EU-wide average. That ratio should be treated as indicative rather than a precise network benchmark because the underlying figures are rounded, use slightly different reference dates and combine very different AC and DC charging configurations.
Installed GW also does not prove that the full rated capacity can be delivered simultaneously. Individual charger ratings, local grid connections, site load management and power sharing all affect the power that a site can provide at a particular moment. Capacity therefore adds an important dimension to charger-count statistics, but it is not the same as unrestricted grid capacity or energy actually delivered to vehicles.
Around 1.2 million points, but deployment remains uneven
TML’s assessment also shows that infrastructure remains unevenly distributed between Member States. ACEA highlights Italy, Czechia, Poland, Spain, Greece and Bulgaria among the countries with comparatively large gaps between public charging-station availability and conventional fuel-station coverage.
This matters because an EU-wide total can mask local shortages. A network can grow strongly in aggregate while particular regions still lack sufficient coverage, suitable charging power or convenient locations for the vehicles expected to use it.
The distinction between charging points, charging stations and installed capacity is particularly important here. A charging point represents an individual interface at which a vehicle can charge, while a station or location can contain multiple points. Neither count on its own describes how much power is available, how that power is shared or how frequently the infrastructure is used.
Public fast charging looks more competitive, but petrol prices are driving the change
The same quarterly assessment finds that BEVs have become relatively more cost-competitive against combustion vehicles when drivers rely exclusively on public fast charging compared with the second quarter of 2025.
That result should not be read as evidence of a structural fall in public charging prices. TML identifies a 17% year-on-year increase in petrol prices as the main factor improving the relative position of BEVs. Public charging remains more expensive than home charging in every country included in the analysis, with fast public charging carrying the highest cost in many markets.
Improved BEV-versus-ICE economics can result from changes on either side of the comparison. A rise in petrol prices can narrow the gap even if public charging prices remain broadly unchanged or increase.
Charger count is only one measure of network capability
The latest figures reinforce the case for assessing public charging networks with more than a single headline count. Point numbers remain useful for understanding how many vehicles can connect, but installed power gives a better indication of the hardware capability being added to the network.
A fuller view should combine charging-point and station counts with installed GW, AC/DC mix, charging-power bands, geographic distribution, vehicles per public point, utilisation and the grid capacity available behind each site. Those measures become more important as 300-400 kW passenger-car charging and megawatt-class heavy-duty charging increase the gap between the number of physical connectors and the amount of power represented by them.
The EU’s 29% year-on-year increase in public charging capacity against 21% growth in station count is therefore more informative than either number in isolation. It shows that the network is becoming larger and, on average, more power-dense – while still leaving major questions about where that capacity is located and how much of it can be delivered simultaneously.
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