The German association VDA warns that EU truck charging infrastructure is critically undersized for rapid heavy-duty electrification, with only 730 high‑power charging points above 350 kW currently operating versus a projected need of up to 50,000 by 2030.

Disparities in European charging availability complicate route planning, with significant gaps in transit countries such as Poland and the Czech Republic.

These locations are expected to host about 1,800 high‑power charging points suitable for megawatt charging systems and 2,400 charging points at lower power levels.

Cross‑border coordination and faster permitting are needed to avoid corridor gaps, and investment frameworks should accelerate the construction of hydrogen stations and related networks.

Much of the projected 14 GW of charging capacity by 2030 would have to come from private depot installations, with high‑capacity grid connections potentially taking up to ten years under current conditions.

Despite gaps, penalties threaten manufacturers if fleet emissions targets aren’t met by 2030; VDA calls for linking emission targets to infrastructure growth and annual review.

Depot charging on company premises must be streamlined and expedited to support the broader transition to electric freight transport.

Network expansion is hampered by slow grid upgrades, hindering rapid decarbonization of road freight.

The article is based on VDA statements and notes collaboration with Agora Energiewende and Agora Verkehrswende on climate targets and infrastructure gaps.

Private on‑site charging at company depots and hubs is critical, as publicly planned capacity (about 2.6 GW) falls far short of the roughly 11+ GW needed; deployment bottlenecks include cost, permitting, and uncertainty, with on‑site depot charging needing faster, simpler processes.

Müller argues that rapid permitting and investment are required to help fleet operators meet legal driving and rest‑time rules, with megawatt‑charging fast charging essential for long‑haul operations.

Electrified and hydrogen‑powered trucks could sharply reduce CO2 from road freight, but current charging and hydrogen fueling infrastructure is progressing too slowly.