Electric mobility continues to gain momentum across ERRA member countries, driven by climate commitments, technological advances, and evolving consumer preferences. This report presents the findings of the 2025 ERRA E-Mobility Survey, capturing regulatory developments, infrastructure deployment, grid integration challenges, and the evolving role of national regulatory authorities across the region.
Building on previous surveys conducted in 2020 and 2022, this edition provides updated insights into how ERRA members are navigating the transition to electric transportation, with particular attention to regulatory frameworks, market models, the roll-out of charging infrastructure, and the impacts on electricity systems.
The regulatory landscape for e-mobility across ERRA countries shows incremental progress but remains heterogeneous. As of 2025, 56% of member countries now operate under a defined emobility legal framework, up from 53% in 2022. However, 20% still lack specific formal provisions, relying instead on general energy legislation or ad hoc administrative practices.
Licensing and market entry approaches vary significantly: the majority (68%) of countries do not require licensing for EV charging operators, treating charging services as largely unregulated commercial activities. Only a small minority (16%) have established formal licensing regimes through energy regulators or other authorities; another 16% has “other arrangements”. Where Jurisdictions choose to introduce oversight, a proportionate registration or notification regime, rather than full licensing requirements, is generally considered sufficient to ensure market monitoring without creating unnecessary barriers to entry.
Pricing of EV charging services remains predominantly market-based, with 84% of countries allowing operators to set charging prices freely. Direct regulatory intervention is rare, applied in only 8% of jurisdictions, while in the other 8% it’s limited to network tariff components, service fees remaining competitive. As public charging markets mature, price levels and transparency emerge as consumer protection concerns that regulators may need to monitor more actively, even where direct price intervention remains premature.
DSO involvement in the ownership of charging infrastructure is one of the most contested regulatory questions. Approximately 28% of countries allow DSO ownership; an equal share explicitly prohibits it; and the remainder apply conditional models that permit DSO participation only in specific circumstances, such as early-stage market development or market-failure scenarios. This distribution underscores ongoing tensions among unbundling principles, competitive neutrality, and the practical need to accelerate the initial deployment of infrastructure.
Fair and non-discriminatory access rules are in place in only 40% of countries, with another 20% developing such provisions. Roughly one-third still rely on voluntary practices or undefined arrangements, leaving significant room for unequal treatment and creating uncertainty for both investors and consumers.
The number of electric vehicles in ERRA member countries continues to grow steadily, reflecting a stable upward trend consistent with that of comparable emerging markets. Although the EV share of the overall vehicle fleet remains modest, the pace of increase indicates rising consumer interest, driven mainly by import dynamics and cost considerations.
Charging infrastructure development across ERRA member countries is progressing alongside the steady increase in electric vehicle uptake, reflecting positive momentum in the e-mobility transition. Compared with the 2022 study, EV adoption and charging deployment are now more widespread geographically, with several markets moving beyond the initial phase of electrification and already operating extensive public charging networks. While many countries still rely primarily on smaller or private charging solutions, this largely reflects transitional market conditions, and overall, the results point to a solid foundation for continued infrastructure expansion as e-mobility adoption accelerates across the region.
Responsibilities for infrastructure development are not yet fully defined in several countries. In most countries surveyed, roll-out is market-driven with municipalities handling spatial planning. As for DSO roles, an absolute majority of NRAs state that DSO responsibilities should be limited to grid connection, while DSOs are currently rolling out charging stations in only a very few countries, raising questions about the long-term market structure.
National action plans for charging infrastructure exist in approximately half of the surveyed countries, but several members still lack official strategic frameworks. International experience shows that national-level planning helps streamline development, secure investor confidence, and ensure system preparedness. The absence of a clear institutional policy might create uncertainty for investors and therefore slow down market formation.
Support mechanisms for EVs and charging infrastructure remain limited. In several countries, targeted incentive schemes—including reduced import duties, VAT exemptions, grants for public infrastructure, and preferential parking policies—have been introduced, especially during the early phase of EV uptake. Most ERRA countries have yet to implement comprehensive support frameworks.
Funding sources are primarily private-sector driven, though the absence of structured support mechanisms may limit expansion in less commercially attractive areas. Where purely marketdriven deployment risks leaving rural or low-density areas underserved, public tender mechanisms, with a variable share of infrastructure costs covered by public funds, have proven effective in ensuring more equitable geographic coverage. Mixed funding models, including coinvestment schemes and public-private partnerships, are emerging in some countries but remain rather limited.
The integration of e-mobility into electricity systems presents both challenges and opportunities. EV adoption is beginning to reshape load curves, particularly during evening home-charging periods, and creates potential for new demand peaks during holiday travel. At the same time, EVs represent a significant flexibility resource if properly managed.
V1G (smart charging) and V2G (vehicle-to-grid) technologies remain largely unexplored across ERRA countries. While some jurisdictions report ongoing studies or pilot projects, operational V2G implementations are virtually absent. This represents a missed opportunity for utilizing EV batteries as distributed storage assets to support grid stability, integrate renewable energy, and provide ancillary services.
V1G (smart charging) and V2G (vehicle-to-grid) technologies are at different stages of development and should be considered separately. Smart charging (V1G), which shifts EV charging to off-peak periods through price signals or managed charging, is a less complex technology than V2G and may already be partially enabled in countries with time-of-use tariffs, though the survey did not specifically measure V1G uptake. Vehicle-to-grid (V2G), which enables EVs to return energy to the grid, remains virtually absent in operational terms across ERRA countries despite growing analytical interest. This represents a missed opportunity for utilizing EV batteries as distributed storage assets to support grid stability, integrate renewable energy, and provide ancillary services.
Separate metering for home EV charging is not common practice. Most countries apply ordinary tariffs based on user category, with only a minority offering dedicated EV charging tariffs or timeof-use rates designed to encourage off-peak charging.
Incentives for off-peak charging exist in around one quarter of surveyed countries and are under discussion in another quarter. Where present, they typically take the form of time-of-use tariffs or differentiated network charges. However, most jurisdictions don’t have (and don't intend to develop in the next years) regulatory mechanisms to shift EV charging demand away from peak periods.
Renewable energy integration with EV charging infrastructure remains limited. While some countries have established regulatory measures linking charging with renewable generation— such as guarantee-of-origin systems or requirements for on-site solar installations—most have not yet developed explicit policies to ensure that EV charging contributes to decarbonization goals.
Grid congestion management measures are in early stages. Most countries rely on standard grid-connection procedures and capacity allocation mechanisms, with few implementing dynamic load management, smart charging mandates, or grid-service procurement from EV charging operators. As EV penetration grows, more sophisticated tools, such as flexible connection agreements or dynamic capacity allocation, are likely to become relevant for ERRA members currently in early adoption phases.
Energy NRAs' role in e-mobility remains limited. Because e-mobility spans multiple sectors (energy, transport, telecommunications, data security), progress requires a clear definition of roles and cross-sector regulatory coordination.
Current regulatory roles vary widely. Some NRAs focus primarily on technical grid-connection standards and consumer protection, while others extend oversight to licensing, tariff design, and market monitoring. A significant number of NRAs report having no formal e-mobility responsibilities.
Tariff-specific regulation is limited to 2–3 countries. Most jurisdictions do not regulate EV charging service prices, and dedicated tariff structures for EV owners (such as special time-of-use rates) are rare.
Inter-sectoral cooperation is emerging but inconsistent. Some NRAs coordinate actively with transport ministries, municipalities, and telecommunications regulators, while others operate in relative isolation. Greater cross-sectoral coordination is essential for addressing the multidimensional nature of e-mobility regulation.
Price transparency and consumer protection mechanisms are underdeveloped. Less than half of surveyed NRAs actively monitor or enforce pricing transparency in EV charging services, and formal consumer protection frameworks (e.g., service quality standards, dispute resolution) are absent in most countries. About 68% of surveyed countries treat EV charging as a purely marketbased service with no dedicated consumer safeguards. As charging markets expand rapidly, this gap risks exposing EV users to price volatility and inconsistent service quality at a critical moment for consumer confidence in e-mobility.
Data collection on charging service prices and usage is limited. Few NRAs have systematic datagathering mandates, constraining their ability to assess market dynamics, identify anticompetitive behaviour, or design evidence-based policies.
Main Barriers to E-Mobility Development
Respondents identified a range of obstacles to infrastructure deployment. The most frequently cited barriers include:
Several countries also noted the absence of a dedicated legal framework as a fundamental constraint.
In the Conclusions chapters, some final strategic recommendations are drawn from this research, grouped according their recipient:
ERRA decided to launch a survey about e-mobility development among its member organisations. As electric vehicle adoption accelerates across ERRA member countries, the regulatory implications for grid management, market structure, consumer protection, and crosssector coordination are becoming increasingly pressing for national regulatory authorities. The survey updates an earlier survey conducted in 2020 (conducted by the ERRA Licensing/Competition Committee) and 2022 (conducted by the ERRA Renewables Committee).
The purpose of this report is to update the results of the 2022 survey by looking at 2024 data and information on e-mobility. Twenty-five countries participated in the current survey. The questionnaire of the 2025 survey is reported in the Annex.
The findings reflect the state of e-mobility regulation and infrastructure deployment as reported by national regulatory authorities and do not constitute policy recommendations binding on any ERRA member organisation.
Report Structure:
Read the full documentation: E-Mobility_Summary-Report_2025_Final_public
Write a comment
Các trường bắt buộc được đánh dấu *